Axle

Service and Repair

Objectives
After reading this chapter, you should be able to
m Describe the lubrication requirements of truclc and trailer dead axles.
m Outline the lubrication service procedures required for truck drive axle assemblies.
Perform some basic level troubleshooting on differential carrier gearing.
Outline the procedure required to disassemble a differential carrier.
m Disassemble a power divider unit.
Perform failure analysis on power divider and differential carrier components.
Reassemble power divider and differential carrier assemblies.

I<ey Terms List shock failures

spinout failure
banjo housing
torsional failures
fatigue failures tooth contact pattern
linehaul

Today, differential carrier assemblies tend not to be
rebuilt very frequently in the field. The function of the
technician is usually to diagnose a malfunction, and,
if a major repair is required, remove the differential
carrier assembly and replace it with a
rebuiltlexchange unit. Servicing of heavy-duty truck
axles consists of lubrication, inspection, diagnosis of
malfunctions, and, when required, disassembly and
reassembly .
It is essential for truck technicians to understand
the lubrication requirements of differential carrier
assemblies, steering, and trailer axles. A large per-
centage of all axle failures have their origin in the
lubricant and the preventive maintenance practices
used in an operation. It must always be remembered
that axles support the vehicle and its load, so an axle
failure can p r o d u c e fatal consequences. For
instance, the lubrication of the wheel bearings is
directly dependent on the oil in the axle differential
carrier, so low oil level can result in a vehicle that is
dangerous to operate.
This chapter will focus primarily on the lubrication
and servicing requirements of heavy-duty truck
axles. It should be studied along with Chapters 22
and 23. Chapter 23 deals specifically with the critical
adjustments of wheel-end procedure, so wheel bear-
ing lubrication and adjustment is mentioned only in
passing in this chapter.

621
622 Chapter Twenty

1
2 0 . 1 TRUCI< AXLE
LUBRICATION
Interaxle Differential Oil Fill Plug

The efficiency and life of mechanical equipment is as

dependent upon proper lubrication as it is upon

-
proper engineering design. Mechanical components
rely on lubrication to

Provide a lubrication film between the moving

parts to reduce friction
Help cool components subject to friction
Keep dirt and wear particles away from mating (Current SLHD or SQHD Model Type Shown)
components
FIGURE 20-1 Location of oil fill and oil drain
Proper lubrication depends upon using the right plugs on a typical forward rear tandem axle carrier.
type of lubricant, at the proper intervals and main- (Courtesy of ArvinMeritor Inc.)
taining the specified capacities. Experience suggests
that many service p r o b l e m s c a n be t r a c e d t o
improper lubricant or lubrication practices.
The recommended lubrication practices and spec-
ifications covered in this section are general in nature
and typical of manufacturers' procedures. However,
it is advisable to refer to the manufacturers' service
manuals for specific instructions.

N E W A N D RECONDITIONED Pinion Angle Less Than 7"- Pinion Angle More Than 7"-
AXLE LUBE SERVICE Fill to carrier fill plug hole. Fill to housing fill plug hole.

Drain and flush the factory-fill axle lubricant of a new
or reconditioned axle after the first 1,000 miles but
never later than 3,000 miles. This is necessary in
order to remove fine wear particles generated during
break-in that would cause accelerated wear on gears
and bearings if not removed. Drain the lubricant
while still warm from the carrier housing, and from
the interaxle differential of the forward carrier of tan-
dem axles. Avoid mixing lubricants.
Shop Talk
Draining lubricants while warm ensures that conta-
minants are still suspended and also reduces drain
time.
Fill axles to the bottom of the level hole (in carrier or
housing) with a specified lubricant while the truck is on
level ground. If the axle employs an interaxle differen-
tial of the type that can be directly filled through a top
filler plug hole (see Figure 20-l), pour an additional
two pints of the same lubricant into the interaxle differ-
ential housing. The angle of the drive pinion, as
mounted under the vehicle, determines which oil
fillllevel plug hole is to be used (Figure 20-2).
FIGURE 20-2 Proper lubricant levels. (Courtesy of
ArvinMeritor Inc.]
Measure the drive pinion angle. If the angle is less
than 7 degrees (above horizontal), use the fill hole
located in the side of the carrier. If the angle is more
than 7 degrees (above horizontal), use the hole
located in the banjo housing. Note: Some axle mod-
els might have only one lube fill hole, located in the
banjo housing. With these models use this lube fill
hole for all pinion angles. Some axle models have a
small tapped and plugged hole located near, but
below the housing lubricant level hole. This smaller
hole is for the use of a lubricant temperature sensor
only and must not be used as a fill or level hole.
After filling the axle housing to the correct level,
drive the truck unloaded for 1 or 2 miles to circulate
the lubricant throughout the axle and carrier assem-
blies. Follow the "New and Reconditioned Axle Lube
Service1' procedures and change lubricant at recom-
mended intervals.
APPROVED LUBRICANTS
All lubricantsused in current differential carrier assem-
blies must meet the American Petroleum Institute
 - Heavy-Duty Truck Axle Service a n d Repair 623

TABLE 20-1: AXLE GEAR LUBE VISCOSITY

-
Ambient Temperature Range Proper Grade
-40°F to -15°F 75W
- 15°F to 100°F 80W-90
- 15°F and above 80W-140
10°F and above 85W-140

(API)/ Society of Automotive Engineers (SAE) GL-5

standard. API-GL-5 ("GL" stands for gear lube) is the CORRECT: Lube level a t bottom of filler hole.
current gear lube classification that is accepted by the
,,,INCORRECT: Lube level below filler hole.
manufacturers of heavy duty differential carriers. In
other words, gear lubricants classified as GL-1, GL-2, FIGURE 20-3 Correct and incorrect ways of
GL-3, GL-4, and GL-6 are either obsolete or no longer checking the lube level. (Courtesy of Roadranger
approved for use. GL-5 is an extreme pressure gear Marketing. One great drive train from two great
lubricant that is suitable for use in hypoid gear companies-Eaton and Dana CorporationsJ
arrangements. It is consistent with the military specifi-
cation known as MIL-L-2105-D.
API-GL-5 is available in several viscosities. The
CHECI<ING LUBE LEVEL
viscosity used in an application depends mostly on Remove the fill hole plug located in the banjo hous-
the expected operating temperatures. Table 20-1 ing. The lube should be level with the bottom of this
shows appropriate gear lube grades to use for the hole (Figure 20-3). To be seen or touched is not suf-
operating temperatures. ficient; it must be level with the hole. When checking
All the OEMs currently approve of the use of syn- the lube level, also check and clean the housing
thetic lubricants meeting the GL-5 performance clas- breathers.
sification. Synthetics adapt better t o operating
temperature extremes and can extend service inter-
vals. They have superior centrifugal throw-off resis-
C H A N G I N G LUBE
tance, so they also have the potential to reduce the Draining
incidence of spinout failures.
Drain when the lube is at normal operating tempera-
OEMs do not generally approve the use of addi-
ture. It w ~ lrun
l freely and minimize the time necessary
tives in differential carrier gear lube. Additives are
to fully drain the axle. Unscrew the magnetic drain
most often applied t o gear lube t o suppress the
plug on the underside of the axle housing (Figure
symptoms of a mechanical condition such as gear
20-4) and allow the lube to drain into a suitable
whine. Although an additive can work to suppress
noise, the severity of the mechanical damage is likely
to be greater when the repairs are eventually under-
taken. Oil Filler
Hole

LUBE C H A N G E INTERVAL
After the initial lube change at 1,000 to 3,000 miles,
s u b s e q u e n t l u b e c h a n g e s s h o u l d b e m a d e at
100,000-mile intervals for linehaul operation: that is,
terminal t o terminal, highway operation. For other
types of operations, change the lube at 40,000-mile
intervals. If the truck does not accumulate enough
mileage to require a lube change, change the lubri-
cant once yearly.
If t h e l u b e level falls below i t s proper level
between changes, it should b e replenished as
needed. If loss is excessive, troubleshoot the prob- FIGURE 20-4 Removing the drain plug from the
lem. Use an API-GL-5 gear lube. To maintain proper axle housing. (Courtesy of Roadranger Marketing.
v~scositylevels, however, do not mix lube grades One great drive train from two great companies-
when adding to an existing supply. Eaton and Dana CorporationsJ
624 Chapter Twenty

L;/;tai~i&r. IIIS~GC~
1/16 drain pluy for metal particles.
After the initial oil change, these are signs of damage
or extreme wear In the axle, and inspection of the
entire u n ~ may
t be required. Clean the drain plug and
replace ~tafter the lube has drained completely.

CAUTION: Be sure to direct compressed air

into a safe area. Wear safety glasses.

To d r a i n axles e q u i p p e d w i t h a l u b e p u m p ,
remove the magnetic strainer from the power divider
cover and inspect for wear material in the same man-
ner as the drain plug (Figure 20-5). Wash the mag-
n e t i c strainer i n s o l v e n t a n d b l o w d r y w i t h
compressed air to remove oil and metal particles. FIGURE 20-6 Location of oil filler hole at top of
power divider. (Courtesy of Roadranger Marketing.
One great drive train from t w o great companies-
Eaton and Dana Corporations)

exceeding 10 degrees or operated regularly in areas

of continuous and lengthy grades may require stand-
pipes to allow proper fill levels.

WHEEL BEARING LUBRICATION

Under normal operating conditions, axle wheel bear-
ings are protected by lubricant carried into the wheel
ends by the motion of axle shafts and gearing. Lube
becomes trapped in the cavities of the wheel end
(Figure 20-7) and remains there.

FIGURE 20-5 Location of magnetlc strainer for

axles with lube pump. (Courtesy of Roadranger
Marltetrng. One great drive train from t w o great
companies-Eaton and Dana Corporations)

Filling
Replace the drain plug. Remove the filler hole plug
from the center of the axle housing cover and fill the
axle with an approved lubricant until level with the
bottom of the hole. On forward axles, add 2 pints of
lubricant through the flller hole at the top of the dif-
ferential carrier near the power divider cover (Figure
20-6).
Lube fill capacities in the various service manuals
are good guidelines, but will vary somewhat on the
basis of the angle the axle is installed in a particular FIGURE 20-7 Location of wheel hub lube cavity.
chassis. Always use the filler hole as the final refer- (Courtesy of Roadranger Marketing. One great drive
ence. If lube is level with the bottom of the hole, the train from t w o great companies-Eaton and Dana
axle is properly filled. Axles installed at angles Corporat~ons)

When wheels are being installed, the hub cavities
are empty. Bearings must be prelubed with adequate
lubricant or they w ~ lbe
l severely damaged before the
normal motion of gearing and axle shafts can force
lube to the hub ends of the housing.
To avoid the risk of premature damage to wheel
bearings, they must be prelubed any time wheels are
being installed. The correct method will depend on
the type of wheel assembly.
Hubs Equipped with Lube Fill Holes
Pour a pint of standard axle lubricant into the hub
through the fill hole provided. This type of hub is not
common.
Lubrication when Hubs Have
N o Fill Holes
Follow the procedure outlined here:
1. Fill the axle with lube through the axle hous-
ing cover fill hole.
2. Jack up the left side of the axle. Maintain this
position for 1 minute to allow lube to flow
into the wheel end at the right side.
3. Jack up the right side of the axle. Maintain
this position for 1 minute to allow lube to
flow into the wheel ends at the left side.
4. Lower the vehicle and add lube through the
axle housing cover filler hole. The axle should
require an additional 2 pints of lube to bring
the level up to the bottom of the filler hole.
2 0 . 2 TRUCI< AXLE CLEANING
The differential carrier assembly can be pressure
washed or steam cleaned while mounted in the
housing as long as all openings are tightly plugged.
Once removed from its housing, the correct way to
clean the assembly is to disassemble it completely.
Wash steel parts with ground or polished surfaces in
solvent. There are many suitable commercial sol-
vents available that meet current environmental and
fire safety standards.
WARNING: Gasoline is not an acceptable sol-
vent because of its extreme combustibility. It is
unsafe in the workshop environment.
Heavy-Duty Truck Axle Service and Repair 625
Wash castings in solvent or clean in hot solution
tanks using mild alkaline solution. Dry with com-
pressed air and lightly coat with lubricant to prevent
rusting.
20.3 TRUCI< AXLE
INSPECTION
lnspect steel parts for damage and wear. Look for
pitting or cracking along gear contact surfaces.
Scuffing, deformation, or discoloration are signs of
excessive heat in the axle, usually related to low
lubricant levels or improper lubrication practices.
Before reusing a gear set, inspect teeth for signs
of excessive wear. Check tooth contact pattern for
evidence of incorrect adjustment. lnspect all
machined surfaces. They must be free of cracks,
scoring, and wear. Look for elongation of drilled
holes, wear on bearing bores, and nicks or burrs in
mating surfaces. lnspect fasteners for rounded
heads, bends, cracks, or damaged threads. The axle
housing should be examined for cracks or leaks.
Also look for loose studs or cross-threaded holes.
lnspect machined surfaces for nicks and burrs.
1
2 0 . 4 CARRIER, AXLE,
IAND GEARING
IDENTIFICATION
Identification of the differential carrier by the manu-
facturer is either stamped on the carrier itself or on a
metal tag attached to the carrier (Figure 20-8).
The complete axle is usually identified by the spec-
ification number stamped on the side of the banjo
housing (Figure 20-9). This number identifies all com-
ponent parts of the axle, including special OEM
requirements such as yoke or flange. In addition,
some axles might include a metal identification tag.
The ring gear and drive pinion are matched com-
ponents and must be replaced in sets. Check the
appropriate manufacturer's axle parts book for part
numbers. To identify gear sets, b o t h parts are
stamped with such information as the number of pin-
ion and ring gear teeth, individual part number, and
matched set number (Figure 20-10).
 DT440-P Forward Axle RT440 Rear Axle

Tandem Capacity

Dual Range

"D" Series Rear Axle

FIGURE 20-8 Differential carrier identification. (Courtesy of Roadranger Marlteting. One great drive train from
two great companies-Eaton and Dana Corporations)

FABRICATED STEEL H O U S I N G

b-M
Axle Specification Number
C A S T STEEL H O U S I N G
Casting Number
1
2 0 . 5 DRIVE AXLE FAILURE
ANALYSIS/DIACNOSTICS
When a drive axle fails, failure analysis should
answer two key questions: What happened? How
Housing
Subassembly can a recurrence be avoided? Sometimes failure
Number (Includes Rough Number analysis is complicated and it takes lab equipment to
\ Tubes)
Complete Axle Specification Number
Capacity determine the cause. But most failures can be identi-
fied in the shop. This section is designed to identify
FIGURE 20-9 Axle specification number identifica- and analyze a failure, determine the cause and help
tion. (Courtesy of Roadranger Marlteting. One great prevent recurrences. This can help in warranty deci-
drive train from two great companies-Eaton and sions and prevent other failures.
Dana Corporations)
TYPES OF FAILURES
Drive axle carrier components usually fail because of
one or more of the following reasons:

Shock load
Fatigue
Spinout
Lubrication
Mat
Set Normal wear

Indicates Genuine
FIGURE 20-1 0 Ring gear and pinion identifica-
tion. (Courtesy of Roadranger Marketing. One great
dr~vetrain from two great companies-Eaton and
Dana Corporationsj
Shock Failures
Shock failures occur when the gear teeth or shaft
have been stressed beyond the strength of the mater-
ial. The failure can be immediate from a sudden shock
or it could be a progressive failure after an initial shock
cracks the teeth or shaft surface. An immediate failure
could be recognized by total failure of the gear teeth
that were in mesh at the time of the shock.
Shock impacts subject shafts to torsional or twist-
ing forces. An instantaneous break is usually indi-

cated by a smooth, flat fracture pattern (Figure
20-11A) or a rough pattern broken at an angle
(Figure 20-1 18). When the initial shock impact is not
great enough to cause an immediate fracture, the
tooth or shaft will crack and a progressive failure can
occur (Figure 20-11C). Common causes of shock
impact failures are rough trailer hookups, spinning
wheel grabbing on firm road surface, and misuse of
interaxle differential lockouts.
C
FIGURE 20-1 1 (A)Smooth and / B ) rough fracture
patterns; and (C) a fractured tooth as a result of
instantaneous shocl<. [Courtesy of Roadranger
Marketing. One great drive train from two great
companies-Eaton and Dana Corporationsj
- Heavy-Duty Truck Axle Service a n d Repair 627
Fatigue Failures
Fatigue failures are usually defined as a progressive
destruction of shaft or gear teeth material. This type
of failure is usually caused by overloading. For longer
service life, the surface of gears and shafts is case
hardened for wear resistance. A lower hardness duc-
tile core is retained for toughness. Fatigue failures
could occur in either or both of these areas. They
can be classified in three types:
Surface Failures. Surface failures are identified
by cracked or pitted and spalled tooth surfaces
and generally caused by repeated light over-
loading. As the failure progresses, surface
material flakes away. In some instances an
elliptical design (or "beach" marks) will be cre-
ated in the fracture pattern. Figure 20-12 illus-
trates typical surface failures.
Torsional (or Twisting) Failures. Torsional
failures in shafts are usually indicated by a
star-shaped fracture pattern (Figure 20-13). An
extremely high load could cause the shaft sur-
face to crack initially. Then the crack (or cracks)
progress to the center of the core. Repeated
overloads finally fracture the shaft.
FIGURE 20-1 2 Surface falure patterns as a result
of fatigue: (A) cracks and spalling; and (B) pitting
and spalling. (Courtesy of Roadranger Marketing.
One great drive train from two great companies-
Eaton and Dana Corporations)
628 Chapter Twenty
FIGURE 20-1 3 Star-shaped torsional failure.
[Courtesy of Roadranger Marketing. One great drive
train from two great companies-Eaton and Dana
Corporations)
A Spinout failures can be prevented or minimized by
B Contaminated lube (usually moisture, normal
FIGURE 20-1 4 Bending failure patterns as a result
of fatigue: [A) beach marl<; and (BJspiral pattern.
[Courtesy of Roadranger Marketing. One great drive
train from two great companies-Eaton and Dana
Corporations)
Bending Failures. In shafts, rotating and bend-
ing forces will usually cause a scalloped (or spi-
ral) type fracture pattern (Figure 20-14).
Overloads progressively crack the shaft and
gradually weaken it until complete fracture
occurs.
In gears, bending forces will generally crack the
tooth surface. As the crack continues to grow, a
"beach" mark design is formed in the fracture pattern
(Figure 20-14). The tooth is finally weakened to a
point where it will break. Fatigue failures are gener-
ally caused by overloading the truck beyond the
rated capacity or abusive operation of the truck over
rough terrain.
Spinout Failures
Spinout or excessive wheel spinning can cause
severe damage to the wheel or interaxle differentials.
On a single rear axle equipped vehicle main differen-
tial, spinout failure occurs when one wheel remains
stationary (Figure 20-15A). On a tandem rear axle,
spinout occurs in the interaxle differential when one
of the axles remains stationary while the other axle
turns (Figure 20-15B). Heat is the damaging factor.
When a wheel spins because of traction loss, the
speed of the differential gears increases greatly. The
lube film is thrown off, and metal-to-metal contact
occurs, creating friction and heat. If spinout is
allowed to continue long enough, the axle can self-
destruct.
Other failures could occur during spinout. If a
spinning wheel is subjected to grabbing on a firm
surface, a shock impact will occur. If shock is severe
enough, this could result in broken gear teeth or
shaft fracture.
proper handling of the truck when traction loss is
encountered. When operating under a spinout condi-
tion, stop the wheels and engage the lockout. If
adverse conditions cannot be overcome, use sand,
salt, chains, or other procedures to improve traction.
Lubrication
The following types of incorrect lubrication in drive
axles greatly affect the life of bearings, gears, and
thrust washers.
wear, or break-in particles) can cause etching,
scoring, or pitting of the contact surfaces.
Foreign material in the lube acts as an abrasive
and shortens service life.
Inadequate lubrication could create friction,
cause overheating, break down the protective
 Heavy-Duty Truck Axle Service and Repair 629

Normal Wear
Drive axles are engineered and manufactured to
achieve a reasonable useful life. All components will
wear under normal use. During break-in, wear will
occur in any mechanical assembly. In many instances,
this type of wear is beneficial. Mating components
improve their mesh or surface contact. The important
factor is to change lube (as recommended by the
manufacturer), after break-in to remove any accumu-
lated particles or metallic dust. Preventive mainte-
nance is important to minimize wear.
Some marks and patterns on surface finishes,
such as hobbing, forging, and so forth are the result
of manufacturing processes. These should be recog-
nized and not classified as a failure condition.
It is important to recognize normal wear to elimi-
nate unnecessary component replacement. The tech-
nician should become acquainted with, and be able to
identify, normal wear patterns of components. Scoring
of surfaces and out-of-round shafts are conditions
that will warrant replacement. Washers and seals
should always be replaced when the axle is being
repaired. The cost of these components is much less
than the premature failure of a repair job.

DIAGNOSIS
Problems associated with different models of axles
and types of gearing can be specific to one model
only. However, one problem area can generally be
caused by the same malfunction in most cases. The
technician must always consider that universal joints,
transmissions, tires, and drivelines can create noises
that are often blamed on the drive axles. Typical
troubleshooting symptoms and their probable
causes are listed in Table 20-2.

FIGURE 20-1 5 (AJSpinout on single rear axles;

and (B) spinout on tandem rear axles. (Courtesy of
ArvinMeritor Inc.)

1 -
1
20.6 DIFFERENTIAL CARRIER
- 1 OVERHAUL

Overhaul of the differential carrier will vary between

film, and finally result in seizure or welding of
mating components. This can be recognized by
severe scoring or galling and actual melting of
the material under severe conditions.
Components are usually black and discolored.
Improper lube will not provide the lubricating
film that is required to prevent metal-to-metal
contact.
Incorrect viscosity lubricant for the operating
temperatures could result in breakdown of the
lube film. Mixing incompatible lubricants may
damage internal components.
different makes and models of the same units.
However, the general procedure w ~ l follow
l a similar
pattern. The overhaul procedure presented here is
based on a single reduction differential carrier. Refer
to the manufacturer's service manual for the proce-
dure to overhaul a differential carrier.
REMOVING DIFFERENTIAL
CARRIER FROM AXLE HOUSING
To remove the differential carrier from the axle hous-
ing, do the following:
630 Chapter Twenty

TABLE 20-2: DRIVE AXLE TROUBLESHOOTING

Symptom
Noisy on turns only
Intermittent noise
Constant noise
Rear wheels do not drive
(driveline rotating)
Probable Cause
Differential pinion gears tight on spider
Side gears tight in differential case
Differential or side gears defective
Excessive backlash between side gears
and pinion
Drive gear not running true
Loose or broken differential bearings
1. Lubricant incorrect
2. Lube level low
3. Drive gear teeth chipped or worn;
loose or worn bearings
4. Drive gear and pinion not in adjustment
for correct tooth contact
5. Too much or too little pinion-to-gear
backlash or overlap of wear pattern
1. Broken axle shaft
2. Drive gear teeth stripped
Differential pinion or side gear broken
Differential spider broken
Remedy
Overhaul drive axle and make necessary
adjustments.
Overhaul axle and replace defective drive
gear or differential bearings.
1. Verify type and class of lubricant used.
2. Check lube level and fill if needed.
3. Overhaul axle and replace defective drive
gear, pinion, or bearings.
4. Adjust drive gear and pinion for correct
tooth contact.
5. Adjust gear backlash.
1. Replace broken axle.
2. Overhaul axle and replace defective drive
gear, pinion, or spider.

4. Remove the plug from the bottom of the axle

Jack Stands
___)
FIGURE 20-1 6 Supporting truck with jack stands
under each spring seat. (Courtesy of ArvinMeritor
Inc.I
1 . If the truck is equipped with a dual range
axle, shift the axle to the low range.
2. Use a jack t o raise t h e end of t h e t r u c k
where the axle is mounted.
3. Put jack stands under each spring seat of
the axle t o hold the truck in the raised posi-
tion (Figure 20-16).
housing a n d drain the lubricant f r o m the
assembly. Dispose of the lube properly.
5. Disconnect the driveline universal joint from
the pinion yoke or flange on the carrier.
6. Remove the capscrews and washers or stud
nuts and washers from the flanges of both
axle shafts.
7. Loosen the tapered dowels in the flanges of
b o t h axle shafts. Use a brass drift and a
large hammer to loosen the dowels (Figure
20-1 7).
8. Remove the tapered dowels and both axle
shafts from the axle assembly.
9. On dual range units disconnect shift unit air
lines. Remove shift unit, catching oil that will
escape from reservoir.
10. Place a hydraulic roller jack under the differ-
ential carrier to support the assembly (Figure
20-1 8).
11. Remove all but the top two carrier-to-housing
capscrews or stud nuts and washers.
12. Loosen the t o p two carrier-to-housing fas-
teners and leave them attached t o t h e
assembly. The fasteners will hold the carrier
in the housing.
13. Loosen the differential carrier from the axle
housing. U s e a leather mallet t o hit t h e
m o u n t i n g flange of t h e carrier at several
points.

\ \ Brass Hammer
Driving Lugs
FIGURE 20-1 7 Loosen the tapered dowels with a
brass drift and large hammer. (Courtesy of
ArvinMeritor Inc.l
Wood
Block
Rollel
Jack
FIGURE 20-1 8 Support the differential carrier
with a hydraulic jack. (Courtesy of ArvinMeritor Inc.)
14. Carefully remove the carrier from the axle
housing using the hydraulic roller jack. Use a
pry bar that has a round end to help sepa-
rate the carrier from the housing.
CAUTION: The unit is heavy. Use jacks and
hoists.
15. Remove and discard the carrier-to-housing
gasket.
16. Lift the different~alcarrier by the input yoke
or flange and put the assembly in a repair
stand (Figure 20-19). Use a lifting tool or
hoist for this procedure.
- Heavy-Duty Truck Axle Service and Repair 631
FIGURE 20-1 9 Place the removed differential car-
rier in a repair stand. /Courtesy of ArvinMeritor Inc.)
R E M O V I N G DIFFERENTIAL AND
R I N G GEAR F R O M CARRIER
Before disassembling the carrier, inspect the hypoid
gear for damage. If the inspection shows no dam-
age, the same gear set can be reused. Measure the
backlash of the gear set and make a note of the
dimension (see adjustment section in this chapter).
The backlash must be adjusted to the same dimen-
sion after the gear set is reinstalled into the carrier.
Best overhaul results are obtained when used gear-
ing is adjusted to run in established wear patterns.
Omit this procedure if gear set is to be replaced.
To remove the differential and ring gear from the
carrier, do the following:
1 . Loosen the jam nut on the thrust screw (if
applicable; some carriers d o not have a
thrust screw).
2. Remove the thrust screw and jam nut from
the differential carrier (Figure 20-20).
3. Rotate the differential carrier in the repair
stand until the ring gear is at the top of the
assembly.
4. Mark one carrier leg and bearing cap for the
purpose of correctly matching the parts
when the carrier is reassembled. A center
punch and hammer can be used to mark the
parts (Figure 20-21). Do not use paint as it
may contaminate the unit.
5. Remove the cotter keys, pins, or lock plates
that hold the two bearing adjusting rings in
position. Use a small drift and hammer to
remove the pins. Each lock plate is held in
position by two capscrews (Figure 20-22).
6. Remove the capscrews and washers that
hold the two bearing caps on the carrier. Each
cap is held in position by two capscrews and
632 Chapter Twenty ~-

Removing
Cotter Key

\ X

FIGURE 20-20 Thrust screw, j a m nut, and thrust

blocl(. (Courtesy of ArvinMeritor Inc.J

FIGURE 20-22 Removing the (A) cotter Ikeys or (0)

loci< plate from adjusting rings (Courtesy of
ArvinMeritor Inc.)

FIGURE 20-2 1 Marking the carrier parts for

reassembly. /Courtesy of ArvinMeritor 1nc.J

Bearing Cap Bearing

\ Adjusting Ring

washers. When reusing the gear set, remove

the left-hand bearing cap, adjuster, and lock
as a unit. This will help return the gear set to
its original adjustment during reassembly.
7. Remove the bearing caps and bearing
adjusting rings f r o m t h e carrier ( F i g u r e
20-23).
8. Safely lift t h e differential a n d ring gear
assembly from the carrier and put it on a
work bench.
9. Remove the thrust block (if provided) from
inside the carrier. (The thrust block will fall
into the carrier when the thrust screw is FIGURE 20-23 Removal of the bearing cap and
removed.) adjusting ring. (Courtesy of ArvinMeritor Inc.)

DISASSEMBLING DIFFERENTIAL
AND R I N G GEAR ASSEMBLY
To disassemble the differential and ring gear assem-
bly, do the following:
1. If the matching marks on the case halves of
the differential assembly are not visible, mark
each case half with a center punch and ham-
mer. The purpose of the marks is to match
the plain half and flange half correctly when
reassembling the carrier.
2. Remove all hardware that holds the case
halves together.
3. Separate the case halves. Use a brass, plas-
tic, or leather mallet to loosen the parts.
4. Remove the differential spider (cross), four
pinion gears, two side gears, and six thrust
washers from inside the case halves (Figure
20-24).
5. If the ring gear needs to be replaced, remove
the hardware that holds the gear t o the
flange case half. If rivets hold the ring gear to
the flange case half, remove them as follows:
Carefully center punch each rivet head in
the center, on the ring gear side of the
assembly.
Drill each rivet head on the ring gear side
of the assembly to a depth equal to the
thickness of one rivet head. Use a drill bit
that is l/32 inch smaller than the body
diameter of the rivets (Figure 20-25).
Thrust Washers
FIGURE 20-24 Disassembling the differential and
ring gear. (Courtesy of ArvinMeritor Inc.)
- Heavy-Duty Truck Axle Service a n d Repair 633
A Correct Wrong
B
FIGURE 20-25 (AJDrill and punch out rivets. (BJ
Never use a hammer and chisel to remove rivets.
(Courtesy of ArvinMeritor Inc.J
Press the rivets through the holes in the
ring gear and flarlge case half. Press from
the drilled rivet head.
CAU'TION: Do not remove the rivet heads or
rivets with a chisel and hammer because this can
damage the flange case half or enlarge the rivet
holes, resulting in loose rivets.
6. Separate the case half and ring gear using a
press. Support the assembly under the ring
gear with metal or wooden blocks and press
t h e case half t h r o u g h the gear (Figure
20-26).
7. If t h e differential bearings need t o b e
replaced, remove the bearing cones from the
case halves. Use a bearing puller or press to
remove them.
I I ,Press
Supports
FIGURE 20-26 Pressing the flange case half out
of the ring gear. (Courtesy of ArvinMeritor 1nc.J
634 Chapter Twenty

REMOVING DRIVE PINION

A N D BEARING CAGE
To remove the drive pinion and associated bearing
cage from the carrier, do the following:

1. Fasten a yoke or flange bar to the input yoke

or flange. The bar will hold the drive pinion in
position when the nut is removed (Figure
20-27).
2. Remove the hardware from the drive pinion.
Then, remove the yoke or flange bar.
3. Remove the yoke or flange from the drive
pinion. If the yoke or flange is tight on the
pinion, use a puller for removal.
4. Remove the hardware that holds the bearing FIGURE 20-29 Removing the drive pinion and
cage in the carrier (Figure 20-28). bearing cage. (Courtesy of ArvinMeritor Inc.)

5. Remove the cover and seal assembly and

the gasket from the bearing cage. If the
cover is tight on the bearing cage, use a
brass drift and hammer for removal.
6. If the pinion seal is damaged, remove the
seal from the cover. Use a press and sleeve
or seal driver. If a press is not available, use
a screwdriver or small pry bar for removal.
Discard the pinion seal.
7 . Remove the drive pinion cage and shims
from the carrier (Figure 20-29).
8. If the shims are in good condition, keep the
shims together for use later during reassem-
bly of the carrier.
9. If the shims are to be discarded because of
damage, first measure the total thickness of
the pack. Make a note of the dimension. 'The
B // Yoke Bar
dimension will be needed to calculate the
depth of the drive pinion in the carrier when
FIGURE 20-27 Removing the input (A) flange or the gear set is installed.
(BJyol<e. (Courtesy of ArvinMeritor 1nc.J
DISASSEMBLING DRIVE PINION
A N D BEARING CAGE
Bearing Cage
/ To disassemble the drive pinion and bearing cage,
do the following:

1. Put the drive pinion and bearing cage in a

press. The drive shaft must be toward the
top of the assembly.
2. Support the bearing cage under the flange
area with metal or wooden blocks.
3. Press the drive pinion through the bearing
cage (Figure 20-30). Do not allow the pinion
FIGURE 20-28 Bearing cage removal. (Courtesy to fall from the press when the bearing is
of ArvinMeritor 1nc.j free.
 - Heavy-Duty Truck Axle Service a n d Repair 635

1°F
L!J
Drive
Pinion

Inner

Spigot Bearing

FIGURE 20-30 Pressing the drive pinion from the supports

bearing cage. (Courtesy of ArvinMeritor Inc.]
FIGURE 20-3 1 Pinion bearing removal. (Courtesy
of ArvinMeritor Inc.)

Bearing

4. If the pinion oil seal is mounted directly in the

outer bore of the bearing cage, remove the
seal at this time. Be careful that the mount-
ing surfaces of the bearing cage are not Snap Ring
damaged.
5 . If the seal is a one piece design (without
mounting flange), discard the seal. If the seal
is a triple-lid design (with flange), inspect the
seal for damage. If the surfaces of the seal
and yoke or flange are smooth and not worn
or damaged, it is possible to reuse the seal
again d u r i n g reassembly of t h e unit.
However, replacement is recommended to FIGURE 20-32 A snap ring secures the spigot
prevent the cost associated with premature bearing to the pinion shaft. (Courtesy of ArvinMeritor
seal failure in the rebuilt unit. Inc.)
6. If the pinion bearings need to be replaced,
remove the inner and outer bearing cups
from the inside of the cage. Use a press and
sleeve, bearing puller, or a small drift and
hammer.
ASSEMBLING DRIVE P I N I O N
7 . If the pinion bearings need to be replaced,
AND BEARING CAGE
remove the inner bearing cone from the drive To reassemble the drive pinion and bearing cage, do
pinion with a press or bearing puller. The the following:
puller must fit under the inner race of the
cone to remove the cone correctly without 1. Put the bearing cage in a press. Support the
damage (Figure 20-31). bearing cage with metal or wooden blocks.
8. If the spigot bearing needs to be replaced, 2. Press the bearing cup into the bore of the
put the drive pinion in a vise. Install a soft bearing cage until the cup is flat against the
metal cover over each vise jaw to protect the bottom of the bore. Use a sleeve of the cor-
drive pinion. rect size to install the bearing cup.
9. Remove the snap ring from the end of the 3. Put the drive pinion in a press, w ~ t hthe gear
drive pinion (Figure 20-32). head (teeth) toward the bottom.
10. Remove the spigot bearing from the drive 4. Press the inner bearing cone onto the shaft
pinion with a bearing puller. of the drive pinion until the cone is flat
636 Chapter Twenty

Outer Bearing
Cone h 1. If a new drive pinion and ring gear set is to
be installed, or if the depth of the drive pin-
ion has to be adjusted, calculate the thick-
ness of the shim pack. (Refer to section 20.7
of this chapter for the procedures.)
2. lnstall the correct shim pack between the
bearing cage and carrier.
3. Align the oil slots in the shims with the oil
Bearing
slots in the bearing cage and carrier. The use
Spacer
of guide studs will help align the shims
(Figure 20-34).
Bearing
Cage 4. lnstall the drive pinion and bearing cage into
the carrier. If necessary, use a rubber, plas-
tic, or leather mallet to hit the assembly into
position.
5 . If used, install the cover and seal assembly
Inner
Bearing and gasket over the bearing cage (Figure
Cone 20-35).

Guide Studs
FIGURE 20-33 Drive pinion assembly. (Courtesy
of ArvinMeritor Inc.) Three Shims

against the gear head. Use a sleeve against

the bearing inner race if necessary.
5. To install one-piece spigot bearing assem-
blies, put the drive pinion in a press, gear
head teeth toward the top. Press the spigot
bearing onto the end of the drive pinion until
the bearing is flat against the gear head.
lnstall snap ring to secure bearing. Be sure
the snap ring is securely seated. Carrier
6. Apply axle lubricant on the bearing cups in
the cage and bearing cones.
7, lnstall the drive pinion into the bearing cage. FIGURE 20-34 Shim pack installation. (Courtesy
8. lnstall the bearing spacer($ onto the pinion of ArvinMeritor Inc.J
shaft against the inner bearing cone (Figure
20-33).
9. lnstall the outer bearing cone onto the pinion
shaft against the spacer@). Gasket /

10. At this time adjust the pinion bearing pre-

load. (Refer t o section 20.7, Axle Adjust-
ments, Checks, and Tests.)
11. Once the preload has been set and adjusted,
adjust the thickness of the shim pack in the
pinion cage. (Refer to section 20.7 of this
chapter for adjustment procedure.)

INSTALLING DRIVE PINION AND

BEARING CAGE INTO CARRIER Cover and Bearing '
Seal Assembly Cage
After the drive pinion and bearing cage are assembled
and properly adjusted, they can be installed into the FIGURE 20-35 The cover and seal assembly and
carrier. lnstall the assembly into the carrier as follows: gasket should be mounted to the bearing cage.
 - Heavy-Duty Truck Axle Service a n d Repair 637

6. Align the oil slots in the cover and gasket R~ng

with the oil slot in the bearing cage. Gear
7. lnstall the bearing cage to the carrier and
tighten all hardware to the correct torque value.
8. lnstall the input yoke or flange onto the drive
pinion. The yoke or flange must be against
the outer bearing for proper installation.
9. Tighten the pinion nut to the correct torque
value. Use the yoke or flange bar during the
torquing operation.

ASSEMBLING DIFFERENTIAL Bolt Head

A N D RING GEAR Against Gear

Shop Talk FIGURE 20-36 Ring gear installation to flange

case half.
During assembly, do not press a cold ring gear onto
the flange case half. A cold ring gear will damage
the case half because of the tight fit. Metal particles
between the parts will cause gear runout that Ring
exceeds specifica tions. Gear

To assemble the differential and ring gear, do the

following:

1. Expand the ring gear by heating it in a tank

of water to a temperature of 160-1 80°F for
10-15 minutes. Do not use a torch for this
operation.
2 . Safely lift the ring gear onto the flange case
half immediately after the gear is heated. If
the ring gear does not fit easily on the case
half, reheat the gear.
3. Align the fastener holes of the ring gear and
the flange case half. Rotate the ring gear as
needed.
4. lnstall the proper hardware that holds the
ring gear to the flange case half, lnstall the
bolts from the gear side of the assembly. The
bolt heads must be against the ring gear
(Figure 20-36).
5. Tighten the bolts to the correct torque value.
If rivets are used to hold the ring gear to the
Check for
flange case half, install the correct size rivets Gap with
in pairs opposite each other from the case Gauge
,003''
half side of the assembly. The rivet heads
must be against the flange case half (Figure
20-37A). Press the rivets into position from
the ring gear side of the assembly using a FIGURE 20-37 (AJlnstall rivets in pairs; (BJ check
riveter machine and the manufacturer's for caps between the rear gear and case flange.
specified pressure. Hold riveting pressure for (Courtesy of ArvinMeritor Inc.]
at least 1 m i n u t e a n d c h e c k for g a p s
between the back surface of the ring gear 6. lnstall the bearing cones on both of the case
and the case flange using a 0.003 inch thick- halves (Figure 20-38). Use a press and
ness gauge (Figure 20-376). sleeve if necessary to install the cones.
638 Chapter Twenty
Bearing
Cone
--=_---
FIGURE 20-38 Bearing cone installation in case
half. (Courtesy of ArvinMeritor Inc.J
Washer
Case Half
FIGURE 20-39 Side gear installation. [Courtesy of
ArvinMeritor Inc.)
7. Apply axle lubricant on the inside surfaces of
both case halves, spider, thrust washers,
side gears, and differential pinions.
8 . Put the flange case half on a bench, with the
ring gear teeth toward the top.
9. lnstall one thrust washer and side gear into
the flange case half (Figure 20-39).
10. lnstall the spider, differential pinions, and
thrust washers into the flange case half
(Figure 20-40).
11, lnstall the second side gear and thrust
washer over the spider and differential pin-
ions (Figure 20-40).
1 Thrust
Plain
Case Half
FIGURE 20-40 Spider, differential pinion, and
side gear installation. (Courtesy of ArvinMeritor Inc.)
12. Put the plain half of the differential case over
the flauge half and gears. Rotate the plain
half as needed to align the match marks.
13. lnstall hardware into the case halves. The
distance between fasteners must be equal.
Tighten the fasteners to the correct torque
value in a pattern opposite each other.
14. Check the differential rolling resistance of the
differential gears. (Refer to section 20.7 of
this chapter for the procedure.)
INSTALLING DIFFERENTIAL A N D
RING GEAR INTO CARRIER
To install the assembled differential and ring gear set
into the carrier, do the following:
1. Clean and dry the bearing cups and bores of
the carrier legs and bearing caps.
2. Apply axle lubricant on the inner diameter of
the bearing cups and onto both bearing
c o n e s that are assembled on the case
halves.
3. Apply a suitable adhesive in the bearing
bores of the carrier legs and bearing caps.
4. lnstall the bearing cups over the bearing
c o n e s that are assembled on the case
halves.
5. Safely lift the differential and ring gear
assembly and install into the carrier.
6. lnstall both of the bearing adjusting rings in-
to position between the carrier legs (Figure
20-41). Turn each adjusting ring hand-tight
against the bearing cup.
7. Install the bearing caps over the bearings
and adjusting rings in the correct location as
marked before removal (Figure 20-42).
8. Tap each bearing cap into position with a
light leather, plastic, or rubber mallet. The
caps must fit easily against the bearings,
adjusting rings, and carrier.
9. lnstall the hardware that holds the bearing
caps to the carrier. Tighten all hardware by
 - Heavy-Duty Truck Axle Service a n d Repair 639

INSTALLING DIFFERENTIAL
CARRIER INTO AXLE HOUSING
To install the assembled differential carrier into the
axle housing, do the following:

Clean the inside of the axle housing and the

carrier mounting flange. Using a cleaning
solvent and clean shop cloths to remove dirt
and foreign matter. Blow dry the cleaned
areas with air. Wear appropriate eye protec-
tion.
Inspect the axle housing for damage. Repair
or replace if necessary.
Check for loose studs in the mounting sur-
face of the housing where the carrier fastens.
Installation of adjusting rings. Remove and clean the studs that are loose.
FIGURE 20-41
Apply liquid adhesive to the threaded holes
(Courtesy of ArvinMeritor Inc.)
and install the studs into the axle housing.
Tighten the studs to the correct torque value.
Apply silicone gasket material to the mount-
ing of the housing where the carrier fastens
(Figure 20-43).
Install hardware in the four corner locations
around the carrier and axle housing. Tighten
the fasteners hand-tight at this time.
Carefully push the carrier into position.
Tighten the four fasteners two or three turns
each in a pattern opposite each other.
Repeat step 7 until the four fasteners are
tightened to the correct torque value.
Install the other fasteners that hold the car-
rier in the axle housing. Tighten the fasteners
to the correct torque value.
Connect the driveline universal joint to the
pinion input yoke or flange on the carrier.
Install the gaskets and axle shafts into the
FIGURE 20-42 Installation of bearing caps using axle housing and carrier (Figure 20-44). The
match marks. (Courtesy of ArvinMeritor 1nc.J

hand first and then torque to the correct val-

ues.
Do not install the cotter keys or lock plates
that hold the bearing adjusting rings in posi-
tion. Continue the overhaul procedure by
performing t h e following checks and/or
adjustments:
a. Adjust preload of differential bearing.
b. Check runout of ring gear.
c. Adjust backlash of ring gear.
d. Check and adjust tooth contact pattern. Silicone Gasket Bead
e. Adjust the thrust screw.
FIGURE 20-43 Application of silicone gasket
'These checks and adjustments are described in material to the mounting surface of the axle hous-
section 20.7 of this chapter. ing. (Courtesy of ArvinMeritor Inc.)
640 Chapter Twenty

Capscrew Gasket
or stud ~ u t /

I
Axle Shaft
Hub

FIGURE 20-44 Installing the gaskets and axle

shafts into the axle housing and carrier. (Courtesy of
ArvinMeritor Inc.)

gasket and flange of the axle shafts must fit

flat against the wheel hub.
12. Install the hardware that fastens the axle
shafts t o the wheel hubs. Tighten t o the cor-
rect torque value.
13. If the wheel hubs have studs, install t h e
tapered dowels at each stud and into the
flange of the axle shaft. Use a punch or drift
and hammer if needed. Install the hardware
on the studs and tighten t o the correct
torque value.

POWER DIVIDER REPLACEMENT

The power divider can b e replaced with the axle
assembly in or out of the truck chassis and with the
differential carrier in place in the b a ~ j ohousing.
During removal and installation, the power divider
must be supported as a safety precaution. Exercise
caution to prevent injury or damage.
If the differential carrier is out of chassis, use a
chain hoist to remove the power divider. Fasten the
chain to the input yoke or flange. If the differential
carrier is in chassis, use a transmission jack or a
chain hoist and sling to remove the power divider.
Wrap the sling strap around the power divider and
attach it t o the chain hoist hook (Figure 2 0 4 5 ) .
To replace a power divider, do the following:
1. Disconnect the drive shaft from the differen-
tial carrier.
2. Loosen, but do not remove, the input yoke or
flange nut.
3. Disconnect the lockout air line.
4. Position a drain pan under the power divider
cover.
FIGURE 20-45 Attaching power divider w l t h
chain hoist and sling. (Courtesy of Roadranger
Marketing. One great drive train from t w o great
companies-Eaton and Dana Corporations)
5. T o remove t h e p o w e r divider assembly,
remove cover capscrews and lock washers.
Support the power divider with a suitable
jack or chain hoist.
6. Tap the back face of the input yoke or flange
t o separate the cover from the differential
carrier. If the cover does not separate easily,
tap the sides of the cover near the dowel pin
locations (Figure 20-46).
7. Drain lube from the differential.
 - Heavy-Duty Truck Axle Service and Repair 64 1

Dowel
Pin

Socket H e a d

Location

FIGURE 20-46 Power divider cover dowel pin

locations. [Courtesy of Roadranger Marketing. One
great drive train from t w o great companies-Eaton
and Dana CorporationsJ FIGURE 20-47 Installation of the shaft assembly
into the differential carrier. [Courtesy of Roadranger
Marketing. One great drive train from two great
Pull the power divider assembly forward until companies-Eaton and Dana Corporations)
it is completely free of the carrier.
With the power divider removed, the inter-
axle differential can be lifted off the output
shaft side gear.
If necessary, remove the output shaft by dis-
connecting the interaxle driveline. Remove
the nut and output shaft yoke. Pull the out-
put shaft assembly out of the carrier.
After repairing and/or replacing all defective
components, lubricate them before replacing
the power divider into the carrier.
If the output shaft was removed, lubricate
the O-rings and then install the shaft assem-
bly into the differential carrier and housing
cover (Figure 20-47). Be sure to lubricate
the seal lip.
Make sure the yoke or flange is clean and
dry. Then, install the yoke or flange self-
locking nut. Torque the nut t o the correct FIGURE 20-48 Installation of the interaxle differ-
torque value. ential. (Courtesy of Roadranger Marketing. One
lnstall the interaxle differential on the output great drive train from two great companies-Eaton
shaft side gear (with the nuts facing away and Dana Corporations]
from the side gear) (Figure 20-48).
Use a silicone rubber gasket compound on assembly. The output shaft should turn when
the differential carrier mating surfaces. the input shaft is rotated.
M a k e c e r t a i n t h a t t h e d o w e l p i n s are 18. Install the power divider cover capscrews
installed in the carrier. Then, install the and lock washers, torquing capscrews to the
power divider to the carrier. Use a transmis- correct torque value.
sion jack or chain hoist and sling to support 19. Check and adjust the input shaft end play.
the power divider. With the power divider assembled to the dif-
During installation, rotate the input shaft to ferential carrier, check end play with a dial
engage the input shaft splines with the inter- indicator. End play typically should b e
axle differential. After installation, again 0.003-0.007 inch, but check the service
rotate the input shaft to check for correct manual. If necessary, adjust the end play.
642 Chapter Twenty
20. After the input shaft end play is within speci-
fications, complete the assembly procedures
by connecting the driveline to the differential.
21. Connect the lockout air lines.
22. Fill the axle to the proper lube level.
End Play Adjustment
Input shaft end play requirements will vary with oper-
ating conditions, mileage, and rebuild procedures.
To measure and adjust end play, do the following:
1. With the power divider assembled to the dif-
ferential carrier, measure end play with a dial
indicator positioned at the yoke end of the
input shaft (Figure 20-49).
2. Move the input shaft axially and measure the
end play. A new power divider or a used unit
rebuilt with new parts should read an end
play of 0.003-0.007 inch. A rebuild job with
reused parts should read from 0.01 3-0.01 7
inch.
3. If the end play is not correct, remove the
i n p u t s h a f t n u t , flat w a s h e r , a n d y o k e .
Remove the bearing cover capscrews and
lock washers. Then remove the cover and
shim pack.
4. To increase end play, add shims to the shim
pack. To decrease end play, remove shims
from the shim pack.
5. To reassemble the input shaft, install the
adjusted s h i m p a c k a n d b e a r i n g c o v e r .
Install capscrews a n d lock washers and
torque to correct value.
FIGURE 20-49 Measuring end play with a dial
indicator. (Courtesy of Roadranger Marketing. One
great drive train from t w o great companies-Eaton
and Dana Corporations)
6. Install the yoke, flat washer, and nut. Tighten
nut snugly. Tap the end of the input shaft
lightly to seat the bearings.
7. Measure the input shaft end play again with
the dial indicator. If end play is still incorrect,
repeat steps 3-7.
8. With the end play correct, seal the shim pack
t o prevent lube leakage. Then, torque the
input shaft nut and cover capscrews to the
correct value.
AXLE ADJUSTMENTS,
CHECKS, AND TESTS
This section o f t h e chapter introduces t h e axle
adjustments, checks, and tests that the truck techni-
cian must be capable of performing. For the most
part, the procedures described here are general in
nature. The truck technician should refer to the man-
ufacturer's service manuals for specific procedures.
PINION BEARING PRELOAD
ADJUSTMENTS
Most late-model axles are provided with a press fit
outer bearing on the drive pinion gear. Some of the
early model axles use an outer bearing, which slips
over the drive pinion. The procedures for adjusting
both types are given in the following paragraphs.
Press Method Adjustment
To adjust the pinion bearing preload using the press-
fit method, do the following:
1. Assemble the pinion bearing cage, bearings,
spacer, and spacer washer (without drive
pinion or oil seal). Center the bearing spacer
and spacer washer between the two bearing
cones (Figure 20-50).
2. When a new gear set or pinion bearings are
used, select a nominal size spacer based on
manufacturer's specifications. If original
parts are used, use a spacer removed during
disassembly of the drive.
3. Put the drive pinion and cage assembly in a
press, with the gear teeth toward the bottom.
4. Apply and hold the press load to the pinion
bearing. As pressure is applied, rotate the
bearing cage several times so that the bear-
ings make normal contact.
5. While pressure is held against the assembly,
wind a cord around the bearing cage several
times.
 Heavy-Duty Truck Axle Service and Repair 643

lnner For example:

lnner Bearin ler 7.5 Ib. x 3.31 in. = 24.8 in.-lb. (preload) or
Bearing Bearing
24.8 in.-lb. x 0.1 13 = 2.8 N*m. (preload)
Cone Cone
3.4 kg x 8.4 cm = 28.6 kg-cm (preload) or

b Bearing
-. Bearing
Cage
28.6 kg-cm x 0.098 = 2.8 N*m. (preload)
11. If necessary, adjust the pinion bearing pre-
load by changing the pinion bearing spacer.
A thicker spacer will decrease preload while
a thinner spacer will increase the preload.
12. Once the correct bearing preload has been
Spacer
Washer established, note the spacer size used.
Select a spacer 0.001 inch larger for use in
FIGURE 20-50 Assembly of the pinion bearing the final pinion bearing cage assembly pro-
cage. (Courtesy of Roadranger Marketing. One great cedures. The larger spacer compensates for
drive train from two great companies-Eaton and slight growth in the bearing, which occurs
Dana Corporations) when pressed on the pinion shank. The trial
spacer pack will result in proper pinion bear-
Sleeve must apply
ing preload in three of four cases.
pressure to back
r e ~~o~ut:, Yoke or Flange Method of Adjustment
/

To adjust the pinion bearing preload using the yoke

or flange method, proceed as follows:

1. Assemble the complete pinion bearing cage

as recommended in the press method.
2. A forward axle pinion is equipped with a heli-
cal gear. For easier disassembly during bear-
ing adjustment procedures, use a dummy
yoke (if available) in lieu of the helical gear.
FIGURE 20-5 1 Cage in press to check bearing 3. Install the input yoke or flange, nut, and
preload. washer on the drive pinion. The yoke or
flange must be against the outer bearing. If
the fit between the yoke or flange splines
6. Attach a spring scale to the end of the cord
and drive pinion splines are tight, use a
(Figure 20-51). Pull the cord with the scale
press t o install the yoke or flange (Figure
on a horizontal line.
20-52).
7 . As the bearing cage rotates, read the value
indicated on the scale.

W
8. Preload is normally specified as torque
required to rotate the pinion bearing cage, so
only take a value reading when the cage is Press
rotating. Starting torque will give a false
reading.
9. To calculate the preload torque, measure the
+ k Input

Flange
diameter of the bearing cage where the cord Shown
was wound. Divide this dimension in half to
get the radius.
10. Use the following procedure to calculate the
bearing preload torque:
Pull (Ib.) x radius (inches) = preload (in.-lb.)
or
Preload (in.-lb.) x 0.1 13 (a conversion con-
stant) = preload (N*m.)
Pull (kg) X radius (cm) = preload (kg-cm) or FIGURE 20-52 Using a press to install the yoke or
Preload (kg-cm) x 0.098 (a conversion con- flange to the drive pinion. (Courtesy of ArvinMeritor
stant) = preload (N*m.) Inc.)
644 Chapter Twenty

the pinion bearing spacer size. A thicker

spacer will decrease preload while a thinner
spacer will increase preload.

DIFFERENTIAL ROLLING
RESISTANCE CHECK
A check to measure and establish the differential's
resistance to rotation is given in the following proce-
dure. To perform this check, a special tool must be
made. The tool can be made from an old axle shaft
that matches the spline size of the differential side
gear. Figure 20-55 illustrates the fabrication details
for this special tool.
To check the differential's resistance to rotation,
FIGURE 20-53 Install the pinion and cage assem- do the following:
bly in the carrier housing. (Courtesy of ArvinMeritor
lnc.) 1. Install soft metal covers over the vise jaws to
protect the ring gear (Figure 20-56).
2. Put the differential and ring gear assembly in
4. Temporarily install the drive pinion and cage the vise.
assembly in the carrier (Figure 20-53).Do
not install shims under the bearing cage.
5. Install the bearing cage to the carrier cap-
screws. Washers are not required at this
time. Tighten the capscrews hand-tight. Approximately 12"
6. Fasten a yoke or flange bar to the yoke or
flange (Figure 20-54).The bar will hold the
drive pinion in position when the nut is tight-
ened.
7. Tighten the nut on the drive pinion to 10-20
in.-lb.
8. Remove the yoke or flange bar.
S I D E VlEW
I
Weld nut to end
9. Attach a torque wrench to the drive pinion of shaft.
nut. Rotate the drive pinion and read the
value i n d i c a t e d o n t h e t o r q u e wrench. E N D VlEW
Preload is correct when the torque required
to rotate the pinion bearing cage is from
FIGURE 20-55 Fabrication details for a special
15-35 in.-lb.
tool to check the rolling resistance. (Courtesy of
10. To adjust the pinion bearing preload, disas-
ArvinMeritor Inc.J
semble the pinion bearing cage and change

Soft Metal Cover

FIGURE 20-54 Using a flange bar to hold the

drive pin~onin position. (Courtesy of ArvinMeritor FIGURE 20-56 Reading the torque value to check
Inc.1 the rolling resistance. (Courtesy of ArvinMeritor Inc.)

3. Install the special tool into the differential
u n t ~the
l splines of the tool and one side gear
are engaged.
4. Attach a torque wrench to the nut of the spe-
cial tool and rotate the differential gears. As
the differential gears rotate, read the value
indicated on the torque wrench (Figure
20-56). Typical value is 50 pound-feet maxi-
mum applied to one side gear.
5. If the torque value exceeds the specification,
disassemble the differential gears from the
case halves.
6. Check the case halves, spider, gears, and
thrust washers for the problem that caused
the torque value to exceed specifications.
Repair or replace defective parts as required.
Remove any foreign debris.
CHECI<ING A N D ADJUSTING SHIM
PACI< FOR THE P I N I O N CAGE
This procedure checks and allows for the adjustment
of the thickness of the shim pack used in the pinion
bearing cage. Use this procedure if a new drive pin-
ion and ring gear set is to be installed, or if the depth
of the drive pinion has to be adjusted (Figure 20-57).
To checkladjust the shim pack thickness, do the
following:
Shim pack
controls depth
of pinions.
Carrier
FIGURE 20-57 Drive pinion depth controlled by
shim pack thickness. (Courtesy of ArvinMeritor Inc.)
- Heavy-Duty Truck Axle Service and Repair 645
1. Measure the thickness of the old shim pack
that was removed from under the pinion
cage with a micrometer (Figure 20-58).
Record the measurement for later use.
2. Look at the pinion cone (PC) variation num-
ber on the old drive pinion that is being
replaced (Figure 20-59). Record this number
also for later use.
3. If the old pinion cone number is a plus (+),
subtract the number from the old shim pack
thickness that was recorded in step 1.
4. If the old pinion cone number is a minus (-),
add the number to the old shim thickness
that was measured in step 1 .
5. The value calculated in step 3 or 4 is the
thickness of the standard shim pack, without
variation.
6. Look at the pinion cone (PC) variation num-
ber on the new drive pinion that will be
installed. Record the number for later use.
FIGURE 20-58 Measuring the thickness of the old
shim pack. (Courtesy of ArvinMeritor Inc.)
Pinion
Cone
Variation
Number
FIGURE 20-59 Location of the pinion cone (PC)
variation number. (Courtesy of ArvinMeritor Inc.)
646 Chapter Twenty

Dial Indicator
EXAMPLES:

Inches mm

1. Old Shim Pack Thickness

Old PC Number, PC + 2
Standard Shim Pack Thickness
New PC Number, PC + 5
New Shim Pack Thickness
2. Old Shim Pack Thickness
Old PC Number, PC - 2
Standard Shim Pack Thickness
New PC Number, PC + 5
New Shim Pack Thickness
3. Old Shim Pack Thickness
Old PC Number, PC + 2
Standard Shim Pack Thickness FIGURE 20-61 Dial meter attached to carrier-
New PC Number. PC - 5 mounted flange. (Courtesy of ArvinMeritor 1nc.J
New Shim Pack Thickness
4. Old Shim Pack Thickness
Old PC Number, PC - 2 "T" Bar Wrench d
Standard Shim Pack Thickness
New PC Number, PC - 5
New Shim Pack Thickness

FIGURE 20-60 Examples of determining shim

pacl<thicl<ness. (Courtesy of ArvinMeritor 1nc.J

7. If the new pinion cone number is a plus (+),

add the number to the standard shim pack
thickness that was calculated in step 3 or 4.
8. If the new pinion cone number is a minus
(-), subtract the number from the standard
shim pack thickness that was calculated in
step 3 or 4.
9. 'The value calculated in step 7 or 8 is the
thickness of the new shim pack that will be
installed. Figure 20-60 illustrates several
examples of determining shim pack thick-
ness.
10. Install the drive pinion, bearing cage, and
new shim pack into the differential carrier.
ADJUSTING PRELOAD OF
DIFFERENTIAL BEARINGS
One of t w o methods can b e used t o check and
adjust the preload of t h e differential bearings.
Method one is as follows:
1. A t t a c h a dial indicator o n t h e m o u n t i n g
flange of the carrier and adjust the indicator
so that the plunger or pointer is against the
back surface of the ring gear (Figure 20-61).
2. Loosen the bearing adjusting ring that is
o p p o s i t e t h e r i n g gear s o t h a t a s m a l l
FIGURE 20-62 Turning the adjusting ring using a
T-bar wrench. [Courtesy of ArvinMeritor Inc.)
amount of end play shows on the dial indica-
tor. To turn the adjusting rings, use a T-bar
wrench that engages two or more opposite
notches in the ring (Figure 20-62).
3. Move the differential and ring gear to the left
and right using pry bars as you read the dial
indicator. Use two pry bars that fit between
the bearing adjusting rings and the ends of
the differential case (Figure 20-63). Or you
can use two pry bars between the differential
case or ring gear and the carrier at locations
other than those just described. In either
case, the pry bars must not touch the differ-
ential bearings.
4. Tighten the same bearing adjusting ring so
that no end play shows on the dial indicator.
Move the differential and ring gear to the left
 Heavy-Duty Truck Axle Service a n d Repair 647

FIGURE 20-63 Using pry bars to adjust play in

the ring gear. [Courtesy of ArvinMeritor Inc.)

and right as needed. Repeat step 3 until zero

end play is reached.
5. Tighten each bearing adjusting ring one
notch from the zero end play measured in
step 4.

A second method of checking preload is to mea-

sure the expansion between the bearing caps after
you tighten the adjusting rings. Use the following
procedure.

1. Turn both adjusting rings hand-tight against
the differential bearings.
2. Measure the distance X or Y between op-
posite surfaces of the bearing caps (Figure
20-64A) using a large micrometer of the cor-
rect size (Figure 20-648). Make a note of the
measurement.
3. Tighten each bearing adjusting ring one
notch.
4. Measure the distance X or Y again. Compare
the dimension with the distance X or Y mea-
sured in step 2. The difference between the
two dimensions is the amount the bearing
caps have expanded.
Example: Measurements of a carrier.
Distance X or Y before tightening adjusting
rings = 15.315 inches (389.00 mm).
Distance X or Y after tightening adjusting
rings = 15.324 inches (389.23 mm).
15.324 inches - 15.315 inches = 0.009
inches (0.23 mm) difference.
If the dimension is less than specification,
repeat step 3 and 4 as needed.
FIGURE 20-64 (AJLocation of distances measured
to check expansion between bearing caps after tight-
ening adjusting rings. (BJ Measuring this distance.
(Courtesy of ArvinMeritor Inc.)
RING GEAR RUNOUT CHECK
To check the runout of the ring gear, do the follow-
ing:
1. Attach a dial indicator on the mounting flange
of the differential carrier (Figure 20-65).
2. Adjust the dial indicator so that the plunger
or pointer is against the back surface of the
ring gear.
3. Adjust the dial of the indicator to zero.
4. Rotate the differential and ring gear while
reading the dial indicator. The runout of the
ring gear must not exceed 0.008 inch (a typi-
cal value; refer to the applicable manufac-
turer's service manual for the specific value).
648 Chapter Twenty

ing from 0.010-0.020 inch), adjust the back-

lash as given in steps 6 and 7.
6. Loosen one bearing adjusting ring one
notch, then tighten the opposite ring the
same amount. Backlash is increased by
moving the ring gear away from the drive
pinion (Figure 20-67).Backlash is decreased
by moving the ring gear toward the drive pin-
ion (Figure 20-68).
,---

FIGURE 20-65 Checking ring gear runout

(Courtesy of ArvinMeritor 1nc.J

5. If runout of the ring gear exceeds the specifi-

cation, remove the differential and ring gear
assembly from the carrier. Check the differ-
ential parts including the carrier for the prob-
lem that caused the runout of the gear to
exceed specifications. Repair or replace FIGURE 20-66 Checlc ring gear bacl<lash.
defective components. (Courtesy of Arv~nMeritorInc.)
6. After t h e c o m p o n e n t s are repaired or
replaced, install the differential and ring gear Tighten adjusting ring
into the carrier. on this side.

7. Repeat the preload adjustment of the differ-

ential bearings. 'Then, repeat this runout pro-
cedure.

Increase
CHECI<INGAND ADJUSTING backlash.
RING GEAR BACI<LASH
If the old gear set is installed, adjust the backlash to
the setting that was measured before the carrier was Loosen adjusting ring
on this side.
disassembled. If a new gear set is to be installed,
adjust the backlash to the correct specification for FIGURE 20-67 Adjustments to increase bacl<lash
the new gear set. (Courtesy of ArvinMeritor Inc.)
To check and adjust ring gear backlash, do the
following: Loosen adjusting ring
on this side.

I . Attach a dial indicator onto the mounting

flange of the carrier (Figure 20-65).
2. Adjust the dial indicator so that the plunger
is against the tooth surface at a right angle.
3. Adjust the dial of the indicator to zero.
4. Hold the drive pinion in position.
5. While reading the dial indicator, rotate the
Tighten adjusting ring
differential and ring gear a small amount in on this side.
both directions, against the teeth of the drive
pinion (Figure 20-66).If the backlash read- FIGURE 20-68 Adjustments to decrease bacl<lash.
ing is not within specification (typically rang- (Courtesy of ArvinMeritor Inc.)

7. Repeat steps 2-5 until the backlash is within
specifications.
CHECI<ING A N D ADJUSTING
RING GEAR A N D PINION
TOOTH CONTACT
Correct tooth contact between the pinion and the
ring gear cannot b e overemphasized because
improper tooth contact can lead to early failure of the
axle and noisy operation. The tooth contact pattern
consists of the lengthwise bearing (along the tooth of
the ring gear) and the profile bearing (up and down
the tooth). F i g u r e 20-69 shows ring gear t o o t h
nomenclature.
Checking Tooth Contact Pattern
on New Gear Set
Paint twelve ring gear teeth with a marking com-
pound (Figure 20-70) and roll the gear to obtain a
tooth contact pattern. The correct pattern is well
centered on the ring gear tooth with lengthwise con-
\,' Tooth
Heel
Top Land
Root
Toe
FIGURE 20-69 Ring gear tooth nomenclature.
(Courtesy of Roadranger Marketing. One great drive
train from two great companies-Eaton and Dana
Corporations)
FIGURE 20-70 Application of a marking com-
pound to check tooth contact. (Courtesy of
Roadranger Marketing. One great drive train from
two great companies-Eaton and Dana
Corporations)
Heavy-Duty Truck Axle Service and Repair 649
Could vary in length.
Pattern should cover
112 tooth or more
(face width).
Pattern should
be evenly centered
between tooth
top land
and root.
FIGURE 20-7 1 Correct tooth contact pattern for
new gearing. (Courtesy of Roadranger Marketing.
One great drive train from two great companies-
Eaton and Dana Corporations)
tact clear of the toe (Figure 20-71). The length of the
pattern in an unloaded condition is approximately
one-half to two-thirds of the ring gear tooth in most
models and ratios.
Checking Tooth Contact Pattern
on Used Gear Set
Used gearing will not usually display the square,
even contact pattern found in new gear sets. The
gear will normally have a pocket at the toe-end of the
gear tooth (Figure 20-72) that tails into a contact line
along the root of the tooth. The more use a gear has
had, the more the line becomes the dominant char-
acteristic of the pattern.
Adjusting the Tooth Contact Pattern
When disassembling, make a drawing of the gear
tooth contact pattern so that when assembling it is
possible to display the same tooth contact pattern
observed before disassembly. A correct pattern is
clear of the toe and centers evenlv along the face
width between the top land and th; root. otherwise,
Pocket might be
extended.
Pattern along the
face wldth
could be longer.
FIGURE 20-72 Correct tooth contact pattern for
used gearing. /Courtesy of Roadranger Markrting
One great drive train from two great companies-
Eaton and Dana CorporationsJ
650 Chapter Twenty

the length and shape of the pattern are highly vari-
able and are considered acceptable as long as it
does not run off the tooth at any time. If necessary,
adjust the contact pattern by moving the ring gear
and drive pinion. Ring gear position controls the
backlash. This adjustment also moves the contact
pattern along the face width of the gear tooth (Figure
20-73). Pinion position is determined by the size of
the pinion bearing cage shim pack. It controls con-
tact on the tooth depth of the gear tooth (Figure
20-74).
These adjustments are interrelated. As a result,
they must be considered together even though the
pattern is altered by two distinct operations. When
making adjustments, first adjust the pinion and then
the backlash. Continue this sequence until the pat-
tern is satisfactory.
THRUST SCREW ADJUSTMENT
For those differential carriers equipped with a thrust
screw, perform the following procedure. (If the carrier
does not have a thrust block, proceed to step 4 of
this procedure.)

1. Rotate the carrier in the repair stand until the

back surface of the ring gear is toward the
top.
2. Put the thrust block on the back surface of
the ring gear. The thrust block must be in the
center between the outer diameter of the
gear and the differential case.
3. Rotate the rirlg gear until the thrust block
Pattern too close to tooth top land and hole for the thrust screw, in the carrier,
a n d off center. are aligned.
4. Install the iam nut on the thrust screw, one
half the distance between both ends (Figure
20-75).
5. Install the thrust screw into the carrier until
the screw stops against the ring gear or
thrust block.
6. Loosen t h e t h r u s t one-half t u r n , 180
degrees.
7. Tighten the jam nut to the correct torque
Pattern too close or value against the carrier (typical values range
off tooth root.
from 150-295 pound-feet) (Figure 20-76).
FIGURE 20-73 Two incorrect patterns when
adjusting pinion position. [Courtesy of Roadranger
Marlteting. One great drive train from two great
companies-Eaton and Dana Corporations)

Move rlng gear

away from p ~ n ~ o n
Move ring gear
to Increase
toward pinion /
backlash
to decrease
backlash. /

pattern too far along

Pattern too close to tooth toward
edge of tooth toe. tooth heel.

FIGURE 20-74 Two incorrect patterns when adjusting bacl<lash.(Courtesy of Roadranger Marlceting. One
great drive train from two great companies-Eaton and Dana Corporations)
 -Heavy-Duty Truck Axle Service a n d Repair
Thrust Screw
and Jam Nut
FIGURE 20-75 Installing the jam nut on the
thrust screw. (Courtesy of ArvinMeritor Inc.)
REVIEW QUESTIONS
Hold thrust
screw in position
Tighten jam nut
to correct torque
FIGURE 20-76 Tighten the jam nut to the correct
torque value. (Courtesy of ArvinMeritor Inc.)
AXLE ALIGNMENT A N D TRACI<ING
The procedures for proper axle alignment and track-
ing can be found within this textbook in Chapter 19.
SUMMARY
Adhering to the manufacturer-recommended
lubrication schedules is the key to ensuring the
longest service life from both drive and dead
axles.
Servicing of axles on heavy duty trucks con-
sists of routine inspection, lubrication, cleaning,
65 1
and, when required, troubleshooting and com-
ponent overhaul.
= Failure analysis is required to prevent recurrent
failures.
Drive axle carrier components usually fail for
one of the following reasons:
Shock load
Fatigue
Spinout
Lubrication
Normal wear
Most differential carriers are replaced as
rebuilt/exchange units, so the role of the techni-
cian is, more often than not, to diagnose the
problem, and then, if necessary, replace the
defective assembly.
The technician that has disassembled and
reassembled a differential carrier will find this
troubleshooting procedure easier to follow.
1. Technician A says that the gear oil in a differen-
tial carrier axle should be changed every 3,000
miles. Technician B says that the differential car-
rier should be flushed with kerosene at every oil
change. Who is correct?
a. Technician A
b. Technician B
c. both Technicians A and B
d. neither Technician A nor B
2. A truck is producing rear axle noise only during
turns. Technician A says that a likely cause of the
problem is excessive backlash between the side
gears and the differential pinions. Technician B
says that the problem is probably excessive
backlash between the drive pinion and the ring
gear. Who is correct?
a. Technician A
b. Technician B
c. both Technicians A and B
d. neither Technician A nor B
3. Technician A says that ring gear backlash is cor-
rectly adjusted by alternately loosening and
tightening the bearing adjusting rings. Technician
B says that the tooth contact pattern can be
moved closer to the root by increasing the ring
gear backlash. Who is correct?
a. Technician A
b. Technician B
c. both Technicians A and B
d. neither Technician A nor E
652 Chapter Twenty

4. Which of the following would indicate that the
level was correct when checking lube oil level in
a differential carrier housing with the full plug
removed?
a. oil spilling from fill hole
b, oil level exactly even with bottom of fill hole
c. oil level within one finger joint of fill hole
d. oil level within one inch of fill hole
5. A highway truck is used in a linehaul application.
Typically, when should the gear oil in the differ-
ential carrier be changed after the initial oil
change?
a. every 3,000 miles
b. every 25,000 miles
c. every 50,000 miles
d. every 100,000 miles
6. Which gear lube viscosity rating is recommended
for use in a differential carrier in a truck operating
in temperatures of minus 30°F?
a. 75W
b. 80W
C. 80W-90
d. 80W-140
7. Which type of lubricant is recommended when
hypoid gearing is used in a differential carrier?
a. synthetic lube
b. API GL-4
c, any EP rated lubricant
d. any API rated lubricant
8. When planning to drain and replace the lubricant
in a differential carrier, which of the following is
preferred?
a. drain when the lubricant is at operating
temperature
b. flush with kerosene
c. drain after allowing to cool overnight
d. flush with solvent
9. After a differential carrier overhaul, which of the
following methods would best ensure that the
wheel bearings receive proper initial lubrication?
a. fill the differential carrier to the inter-axle
differential fill hole
b. fill the differential carrier through the axle
breather
c. jack the vehicle at each wheel for one minute,
then level and check fill hole level
d. remove each axle shaft rubber fill plug and fill
to the indicated oil level
10. Which of the following measuring tools should be
used to check ring gear runout?
a. fish scale
b. torque wrench
c. thickness gauges
d. dial indicator