Break In It is absolutely essential that all new gear-sets are properly broken in before being heavily loaded towing, constant use, and high load or rpm. Adding shims moves pinion further away from ring-gear centreline, moving the pattern from the root to the top. Differential bearing preload and ring gear backlash are adjusted by shims between the differential bearing cones and the differential case. Once removed, the pinion bearing retainer assembly looks like this. This way, the load will transmit through the carrier journal to the driver, to the press, without damaging the installed bearing.
Jack up axle, and secure safely on jack stands. After this step, if one adjusting nut is loosened, the other must be tightened an equal amount to maintain carrier bearing preload. Also controls how tightly the carrier is held in the housing. Be careful - it's quite heavy. Here's what the pinion looks like when removed from the bearing retainer A view from the rear of the bearing retainer, with the rear pinion bearing race closest to the camera. The Woodruff key locks the spindle nut into place so the bearing pre-load cannot change.
I don't care what anybody else says - never re-use an old pinion nut - always use a new one. In other words, the adjusting nuts are both right-hand thread and screw into the housing. Keep these small parts in a safe place during the project. Your browser does not support inline frames or is currently configured not to display inline frames. Your browser does not support inline frames or is currently configured not to display inline frames. Here I am using a clamshell-style carrier bearing puller.
Here, I am using an impact wrench on the pinion nut and, to prevent the yoke turning, a pipe wrench with a large extension on the handle so that it contacts the floor. When installing the pinion bearing retainer assembly into the axle housing, the journal on the head of the pinion will have to be driven into the bore of the straddle bearing. The carrier bearings are now properly preloaded. Dan the Gear Man® Tech Notes: Tech Note 1: Always Replace Gasket Axle Shaft Flange Gaskets are intended for a single use. The right side is just a little more tricky since you already have a bearing installed on the opposite side.
How Measured: The final determination of correct pinion depth can only be obtained by reading and interpreting the gear tooth contact pattern using gear-marking compound. Tap the seal into place with a mallet, being careful not to damage it. Note: This axle has a and gear changes may require a different carrier or thick gears. It's a tight fit but shouldn't require you to pound it in. You will have to carefully clamp the carrier in a vice to do this - using a rag or something similar to prevent damage to the carrier.
This is a one-way process - if you crush it too much, you must replace it and start again. I used the press and a scrap of steel plate to initially press the rear race into the retainer. The best method is to press a little at a time and check frequently how tight the bearing is in its race. I used a small 20-ton shop press to press the pinion out of the yoke and bearing retainer. Setting Pinion Depth In the 14-Bolt, pinion depth is controlled by shimming the pinion bearing retainer.
Dana 80 2500 axles and 3500 axles are identical except for the outer wheel spindle and hub assembly. Once the sleeve has started crushing - it takes a lot less torque on the pinion nut to continue crushing it. A nice thing about the 14-Bolt design is that, unlike a Dana axle, there are no baffles, slingers, or shims on the pinion to worry about. You want to seat the bearing firmly, and even begin crushing the sleeve a little to begin setting pinion bearing preload. Remove the carrier bearings from the carrier. At this point I just re-used the original pinion depth shim between the retainer and axle housing as I like to set backlash before worrying about pinion depth. Introduction Setting up ring and pinion gears may seem an intimidating job, but the entire process is really just a matter of adjusting four separate but inter-related settings until they all fall within specification.
Pinion bearing preload is set by solid shims on the pinion. Drive Side Contact Pattern Interpretation Refer to the diagram at left and adjust pinion depth by adding or subtracting shims as follows: a. Dan the Gear Man® Tech Notes: Tech Note 1: Single Use Part Axle Shaft Flange Gaskets are intended for a single use. Your brake conversion kit is ready to be installed. Tap the axle shafts out of the axle with a brass drift. Tear Down Loosen lug-nuts and remove the axle-flange to hub bolts.
Observe and record whether the pattern is towards the top or towards the root of the ring gear teeth. To remove the pinion bearing retainer, you will probably have to use a brass drift to rap on the straddle bearing journal from the other side of the housing. Stop and let the differential cool completely, at least 30-60 minutes. Make sure no oiling passages are blocked, and pay particular attention to ensuring that the back face of the mounting flange where the pinions shims go is flat and true. Also, because pinion depth is controlled by shims between the bearing retainer and the axle housing, there's no need to make or install set-up bearings - you just go straight ahead and install the new bearings. The torque tables are built on specific assumptions regarding bolt and nut factor.
Crush Sleeve aka Collapsible Spacer 7. To determine the proper starting shim stack, proceed as follows: 1. Mine had some rough edges where the extreme outside edge had gotten rock-rash so I cleaned them up with a small machinist's hand file. Adjusted Via: Shims placed between the axle housing and the pinion bearing retainer. Here you can see the bearing retainer clamped securely in a vice make it tight! If backlash is not within spec, adjustments are made with the adjusting nuts as follows: 1. As you home in on the ideal setting, adding or subtracting a single shim of one thou can, and does, make a difference. Do the same for the old pinion.