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Spicer
®
Drive Axles
Service Manual
Spicer® Convertible Tandem Axles
AXSM0510
October 2011
Forward
S21-170
S23-190
S23-170D
S23-190D
Rear
S21-060B
S23-070B
S23-090B
Page 2
Page 3
General Information
General Information
The description and specifications contained in this service publication are current at the time of printing.
Dana reserves the right to discontinue or to modify its models and/or procedures and to change specifications at any
time without notice.
Any reference to brand names in this publication is made simply as an example of the types of tools and materials recommended
for use and should not be considered an endorsement. Equivalents, if available, may be used.
Important Notice
General Information
This symbol is used throughout this
manual to call attention to procedures
where carelessness or failure to follow
specific instructions may result in
personal injury and/or component
damage.
Departure from the instructions, choice
of tools, materials and recommended
parts mentioned in this publication
may jeopardize the personal safety
of the service technician or vehicle
operator.
Always use genuine Spicer replacement parts.
WARNING: Failure to follow indicated
procedures creates a high risk of personal
njury to the servicing technician.
i
CAUTION: Failure to follow indicated
procedures may cause component
damage or malfunction.
IMPORTANT: Highly recommended
procedures for proper service of this unit.
Note: Additional service information not
cover ed in the service procedures.
Tip: Helpful removal and installation
procedures to aid in the service of this unit.
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General Information
ii
Page 5
Table of Contents
Table of Contents
General Information
Important Notice . . . . . . . . . . . . . . . . . . . . . i
Introduction
Model Listing . . . . . . . . . . . . . . . . . . . . . . . . 1
Model Information . . . . . . . . . . . . . . . . . . . . 1
Model Identification . . . . . . . . . . . . . . . . . . . 2
Parts Identification . . . . . . . . . . . . . . . . . . . . 2
Axle Housing . . . . . . . . . . . . . . . . . . . . . . . . 2
Axle Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Ring Gear and Pinion . . . . . . . . . . . . . . . . . 3
Inspection
Failure Analysis . . . . . . . . . . . . . . . . . . . . . . 5
How to Diagnose a Failure . . . . . . . . . . . . . 5
Document the Problem . . . . . . . . . . . . . . . . 5
Make a Preliminary Investigation. . . . . . . . . 6
Prepare the Parts for Inspection . . . . . . . . . 6
Find the Cause of the Failure . . . . . . . . . . . 6
Correct the Cause of the Problem . . . . . . . . 6
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Inspect Axle Housing. . . . . . . . . . . . . . . . . . 6
Inspect Components . . . . . . . . . . . . . . . . . . 7
Adjust Tooth Contact Position
Adjust Ring and Pinion Tooth Contact
Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
New Gearing - Correct Pattern . . . . . . . . . 31
Used Gearing - Correct Pattern . . . . . . . . . 31
Adjust Contact Pattern . . . . . . . . . . . . . . . 31
Adjust Ring Gear Position (Backlash) . . . . 32
Wheel Differential Lock
Parts Exploded View . . . . . . . . . . . . . . . . . 33
Install and Adjust Wheel Differential Lock . 34
Housing Assembly Forward
Parts Exploded View . . . . . . . . . . . . . . . . . 35
Bowl Tag Housing Assembly . . . . . . . . . . . 36
Parts Exploded View . . . . . . . . . . . . . . . . . 36
Install Bowl Tag Housing Cover . . . . . . . . 37
Axle Assembly Procedure . . . . . . . . . . . . . 37
Bowl Tag Axle Conversion Process
Axle Disassembly Procedure . . . . . . . . . . 39
Axle Assembly Procedure . . . . . . . . . . . . . 39
Housing Breather . . . . . . . . . . . . . . . . . . . . 41
Differential Carrier Assembly
Exploded Parts View . . . . . . . . . . . . . . . . . . 9
Remove Differential Carrier . . . . . . . . . . . . .10
Standard Differentials . . . . . . . . . . . . . . . . .10
Install Differential Carrier . . . . . . . . . . . . . .10
Drive Pinion Assembly
Parts Exploded View . . . . . . . . . . . . . . . . . .11
Pinion Removal . . . . . . . . . . . . . . . . . . . . . .12
Drive Pinion Overhaul and Assembly . . . . .14
Wheel Differential Assembly
Exploded Parts View . . . . . . . . . . . . . . . . . .19
Remove Wheel Differential Carrier
Disassembly (All Standard Models) . . . . . .20
Forward Carrier Disassembly . . . . . . . . . . .22
Forward Carrier Assembly . . . . . . . . . . . . .23
Set Backlash and Bearing Preload . . . . . . .25
Wheel End Seal
Parts Exploded View . . . . . . . . . . . . . . . . . 43
Remove and Overhaul Wheel End Seal . . 44
Install Wheel End Seal . . . . . . . . . . . . . . . . 44
Adjust Wheel Bearing . . . . . . . . . . . . . . . . 44
Three-piece Dowel-type Lock
Washer System . . . . . . . . . . . . . . . . . . . . . 45
Three-piece Tang-type Lock
Washer System . . . . . . . . . . . . . . . . . . . . . 45
Four-piece Tang/Dowel-type
Lock Washer System . . . . . . . . . . . . . . . . 46
Replace Seal . . . . . . . . . . . . . . . . . . . . . . . 46
Guidelines for Reusing Yoke . . . . . . . . . . . 47
Verify Wheel Endplay Procedure . . . . . . . . 48
Readjust Wheel Endplay Procedure . . . . . 48
Lubricate Wheel End . . . . . . . . . . . . . . . . . 49
Wheel Ends with an Oil Fill Hole . . . . . . . . 49
Wheel Ends Without Oil Fill Hole . . . . . . . . 50
Service Kit . . . . . . . . . . . . . . . . . . . . . . . . . 51
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Table of Contents
General Lubrication Information
Approved Lubricants . . . . . . . . . . . . . . . . . .53
Recommendations for Viscosity/
Ambient Temperature . . . . . . . . . . . . . . . . .53
Lube Change Intervals . . . . . . . . . . . . . . . .53
Lubricant Chart . . . . . . . . . . . . . . . . . . . . . .54
Change Lube . . . . . . . . . . . . . . . . . . . . . . .55
Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Fill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Standpipes . . . . . . . . . . . . . . . . . . . . . . . . .56
Theory of Operation
Power Divider Operation (Power Flow
and Torque Distribution) . . . . . . . . . . . . . . .57
Operate Wheel Differential Assembly . . . . 59
Control Systems for Differential Lock . . . . 59
Direct Driver-controlled System . . . . . . . . . 59
Wheel Differential Lock System . . . . . . . . 60
Wheel Differential Lock . . . . . . . . . . . . . . . 61
Differential Lock Engaged . . . . . . . . . . . . . 62
Differential Lock Disengaged . . . . . . . . . . 62
Differential Lock Engagement Indicator . . 62
Proper Vehicle Towing
Without Wheel Differential Lock . . . . . . . . 63
With Wheel Differential Lock . . . . . . . . . . . 63
Fastener Torque Specifications . . . . . . . 65
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Introduction
Introduction
Dana Commercial Vehicle Systems Division, presents this
publication to aid in maintenance and overhaul of Spicer
tandem drive axles.Introduction
Instructions contained cover the models listed. Their design is
common, with differences in load capacity. Capacity variations
are achieved by combining basic differential carrier assemblies with different axle housings, axle shafts and wheel
equipment.
Model Listing
Model Information
The following models are included in this publication:
Heavy Singles
S21-170 S26-190
S21-170D S26-190D
S23-170 S30-590
S23-170D S30-190
S23-190 S30-190D
Introduction
S23-190D S35-590
S25-170
S26-170
Bowl Tag Axles
Forward Rear
S21-170 S21-160B
S23-170 S23-070B
S23-170D S23-070B
S23-190D S23-090B
D - Dual Drive Forward Axle
with Inter-Axle Differential
G - Single Rear Axle (Global)
R - Dual Drive Rear Axle
S - Single Rear Axle (N.A.)
GAW Rating
x 1000 lbs. (N. America) "-"
x 1 Tn. (Europe) "."
Gear Type
1 - Standard Single Reduction
2 - Dual Range
3 - Planetary Double Reduction
4 - Open
5 - Helical Reduction
S 23-1 7 0 D
Options
B - Bowl Tag
C - Controlled Traction
D - Differential Lock
E - High Entry Single
H - Heavy Wall
I - Integral Brake
L - Limited-Slip
P - Lube Pump
R - Retarder Ready
W - Wide-Track
Design Level
Head Assembly Series
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Model Identification
PT. NO
.
HSG. CAP.
LB
S.
H
SG
. I.D. NO.
H
OU
SI
N
G MA
D
E I
N
Spicer®
Drive Axle
Introduction
4
3
CUST. PART NO.
2
SPEC. SERIAL NO.
Spicer
5
®
MODEL PART NO. RATIO
1
MADE IN:
1 - Country or origin
2 - Axle model identification
3 - Specification number assigned to the axle built by Spicer.
Identifies all component parts of the axle including
special OEM requirements such as yokes or flanges.
6
Spicer
7
CUST. PART NO.
SPEC. SERIAL NO.
MODEL PART NO. RATIO
MADE IN:
®
Rear Axle (Top View)
4 - OEM part number assigned to the axle build
5 - Carrier assembly serial number assigned by the
manufacturing plant
6 - Axle gear ratio
7 - Carrier assembly production or service part number
Parts Identification
Axle Housing
1 - ID Tag
2
Axle Shaft
2
1
2 - Axle shaft part number
Page 9
Introduction
Introduction
Ring Gear and Pinion
Note: Ring gear and drive pinion are matched parts and must
be replaced in sets.
1 - Part number
2 - Number of ring gear teeth
3 - Manufacturing numbers
4 - Matching gear set number
5 - Number of pinion teeth
6 - Date code
7 - Indicates genuine Spicer parts
8 - Heat code
3
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Introduction
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Inspection
Inspection
Inspection
Failure Analysis
Failure analysis is the process of determining the original
cause of a component failure in order to keep it from Inspection
happening again. Too often, when a failed component is
replaced without determining its cause, there will be a recurring failure. If a carrier housing is opened, revealing a ring
gear with a broken tooth, it is not enough to settle on the broken tooth as the cause of the carrier failure. Other parts of the
carrier must be examined. For a thorough understanding of
the failure and possible insight into related problems, the
technician needs to observe the overall condition of the vehicle.
No one benefits when a failed component goes on the junk
pile with the cause unknown. Nothing is more disturbing to a
customer than a repeat failure. Systematically analyzing a failure to prevent a repeat occurrence assures quality service by
avoiding unnecessary downtime and further expense to the
customer.
The true cause of a failure can be better determined by
knowing what to look for, determining how a piece of the
equipment was running, and learning about previous problems. In the case of a rebuilt rear axle, mismatched gears may
have been installed.
The more successful shops prevent repeat equipment failures
by developing good failure analysis practices. Knowing how
to diagnose the cause of a premature failure is one of the
prerequisites of a good heavy-equipment technician.
Document the Problem
Here are some guidelines for starting to learn about a failure.
• Talk to the operator of the truck.
• Look at the service records.
• Find out when the truck was last serviced.
Ask the following questions:
• In what type of service is the truck being used?
• Has this particular failure occurred before?
• How was the truck working prior to the failure?
You need to be a good listener. Sometimes insignificant or
unrelated symptoms can point to the cause of the failure.
Ask the following questions:
• Was the vehicle operating at normal temperatures?
• Were the gauges showing normal ranges of operation?
• Was there any unusual noise or vibration?
After listening, review the previous repair and maintenance
records. If there is more than one driver, talk to all of them
and compare their observations for consistency with the
service and maintenance records. Verify the chassis Vehicle
Identification Number (VIN) number from the vehicle identification plate, as well as the mileage and hours on the vehicle.
How to Diagnose a Failure
The following five steps are an effective approach to good
failure diagnostics.
1. Document the problem.
2. Make a preliminary investigation.
3. Prepare the parts for inspection.
4. Find the cause of the failure.
5. Correct the cause of the problem.
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Inspection
WARNING
Make a Preliminary Investigation
These steps consist of external inspections and observations
that will be valuable when combined with the results of the
parts examination.
• Look for leaks, cracks or other damage that can
point to the cause of the failure.
• Make note of obvious leaks around plugs and seals.
A missing fill or drain plug would be an obvious
cause for concern.
• Look for cracks in the carrier housing (harder to see,
but sometimes visible).
• Does the general mechanical condition of the vehicle
indicate proper maintenance or are there signs of
neglect?
• Are the tires in good condition and do the sizes
match?
• If equipped with a torque-limiting device, is it working properly?
During the preliminary investigation, write down anything
out of the ordinary for later reference. Items that appear
insignificant now may take on more importance when the
subassemblies are torn down.
Prepare the Parts for Inspection
After the preliminary investigation, locate the failure and prepare the part for examination. In carrier failure analysis, it may
be necessary to disassemble the unit.
• When disassembling subassemblies and parts, do
not clean the parts immediately since cleaning may
destroy some of the evidence.
• When tearing down the drive axle, do it in the recommended manner. Minimize any further damage to the
unit.
• Ask more questions when examining the interior of
the carrier. Does the lubricant meet the manufacturer
specifications regarding quality, quantity and viscosity? As soon as you have located the failed part, take
time to analyze the data.
Find the Cause of the Failure
Here begins the real challenge to determine the exact cause of
the failure. Keep in mind that there is no benefit to replacing a
failed part without determining the cause of the failure. For
example, after examining a failed part and finding that the failure is caused by a lack of lubrication, you must determine if
there was an external leak. Obviously, if there is an external
leak, just replacing the failed gear is not going to correct the
situation.
Another important consideration is to determine the specific
type of failure which can be a valuable indicator for the cause
of failure. The following pages show different types of failures
and possible causes. Use this as a guide in determining types
of failures and to correct problems.
Correct the Cause of the Problem
Once the cause of the problem has been determined, refer to
the appropriate service manual to perform the repairs.
Inspection
Clean
1. Wash steel parts with ground or polished surfaces
in solvent. There are many suitable commercial
solvents available. Kerosene and diesel fuel are
acceptable.
Gasoline is not an acceptable solvent because of its
extreme combustibility. It is unsafe in the workshop environment.
2. Wash castings or other rough parts in solvent or
clean in hot solution tanks using mild alkali solutions.
Note: If a hot solution tank is used, make sure parts are
heated thoroughly before rinsing.
3. Rinse thoroughly to remove all traces of the cleaning
solution.
4. Dry parts immediately with clean rags.
5. Oil parts.
• If parts are to be reused immediately: Lightly oil.
• If parts are to be stored: Coat with oil, wrap in
corrosion resistant paper and store in a clean,
dry place.
Inspect Axle Housing
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Page 13
Inspection
Inspection
CAUTION
1
2
1 - Axle housing
2 - Machined surface
Axle housing inspection and repairs are limited to the
following checks or repairs.
• Visually inspect axle housing for cracks, nicks, and
burrs on machined surfaces.
• Check carrier bolt holes and studs for foreign
material.
• Replace damaged fasteners. Look for loose studs or
cross threaded holes.
Any damage which affects the alignment or structural integrity of the housing requires housing replacement. Do not
repair by bending or straightening. This process can affect
the material's properties and cause it to fail completely
under load.
• Check all seals and gaskets.
Note: Replace conventional gaskets with silicone rubber
gasket compound (included in many repair kits). The
compound provides a more effective seal against lube
seepage and is easier to remove from mating surfaces
when replacing parts.
• Bearings for loose fit on drive pinion, pilot bearing,
and differential bearings.
• All fasteners for rounded heads, bends, cracks, or
damaged threads.
• Inspect machined surfaces of cast or malleable
parts. They must be free of nicks, burrs, cracks,
scoring, and wear.
• Look for elongation of drilled holes, wear on surfaces machined for bearing fits and nicks or burrs in
mating surfaces.
Inspect Primary Gearing
Before reusing a primary gear set, inspect teeth for signs of
excessive wear. Check tooth contact pattern for evidence of
incorrect adjustment.
Inspect Components
Inspect all steel parts for:
• Notches, visible steps or grooves created by wear
• Pitting or cracking along gear contact lines
• Scuffing, deformation, or discolorations. These are
In addition, inspect the following for damage:
• Differential gearing.
signs of excessive heat in the axle and are usually
related to low lubrication levels or improper lubrication practices.
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Inspection
8
Page 15
Carrier Assembly
Differential Carrier Assembly
1
2
3
Exploded Parts View
Carrier Assembly
1 - Carrier fasteners
2 - Carrier assembly
3 - Single axle assembly
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Page 16
Carrier Assembly
1 - Apply silicone gasket in this pattern
Remove Differential Carrier
Note: The removal of the forward carrier does not require dis-
connecting of the inter-axle driveline and removal of the
output shaft yoke assembly as most other Spicer tandems require.
Standard Differentials
1. Block the vehicle.
2. Drain axle lubricant.
3. Disconnect driveline.
4. Disconnect lead wires to the selector switch and air
line at shift cylinder.
5. Remove axle shafts.
WARNING:
WARNING
Do not lie under carrier after fasteners are removed. Use
transmission jack to support differential carrier assembly
prior to loosening fasteners.
6. To remove axle shaft, remove axle stud nuts.
(If used, remove lock washers and taper dowels.)
Install Differential Carrier
IMPORTANT
Before installing carrier assembly, inspect and thoroughly
clean interior of axle housing using an appropriate solvent
and clean rag.
1. Apply Spicer approved RTV compound on axle
housing mating surface as shown in the illustration.
Completely remove all old gasket material prior to
applying new material. Compound will set in 5 minutes. Install carrier before compound sets or reapply.
1
7. Remove axle shafts.
Note: All models in this publication use axle shafts with
unequal lengths. Axle shafts may also be location specific with various wheel equipment. Do not misplace axle
shafts from their intended location. Identify left and right
shafts for reference during reassembly.
TIP: If necessary, loosen dowels
drift in the center of the shaft head and striking drift
with a sharp blow with a hammer.
CAUTION:
CAUTION
Do not strike the shaft head with a steel hammer. Do not use
chisels or wedges to loosen shaft or dowels.
8. Remove carrier cap screws, nuts, and lock washers.
9. Remove differential carrier assembly.
by holding
a brass
TIP: To assist in installing complete differential carrier use two pieces of threaded rod (M16 X 1.5)
threaded into carrier cap screw holes. Rod should be
approximately 6" long. Use these to pilot the carrier
o the housing.
int
2. Install carrier to housing, lock washers, cap screws
and nuts. Torque to proper specification. Torque to
250–290 lb-ft. (339–393 N•m).
3. Install axle shafts and axle stud nuts. (If used, also
install lock washers and tapered dowels.)
4. Add axle lubricant. Fill to bottom of filler hole.
5. Connect driveline, making sure all yokes are in
phase. Lubricate u-joints.
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Drive Pinion
Drive Pinion Assembly
1
2
3
4
5
6
7
8
9
10
Parts Exploded View
Drive Pinion
1 - Pinion pilot bearing
2 - Pinion
3 - Pinion bearing cone - inner
4 - Pinion bearing cup - inner
5 - Pinion bearing spacer
6 - Pinion bearing cup - outer
7 - Pinion bearing cone - outer
8 - Oil seal
9 - Yoke
10 - Pinion nut
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Drive Pinion
1
1
1 - Threaded Jack Holes
1
1
1 - Slots
CAUTION
Pinion Removal
1. If a pilot web is used, remove the web cap screws.
a. For S190 disassembly, install a M10 x 1.50 bolt
in the threaded jack holes found in-between the
pilot web cap screws.
b. For S190 disassembly, use the pry slots pro-
vided at each end of the pilot web.
2. Before the pinion nut can be loosened, you must destake the nut from the slot of the pinion.
3. To de-stake the nut, use a chisel or drift with a round
tip. The flange of the nut must be pushed far enough
outward so that the staked area will not interfere with
the pinion threads when the nut is removed. See diagram below.
Failure to de-stake the pinion nut will result in damage to
the drive pinion threads when removed. The pinion nut
should never be reused, always replace with new.
1
12
2
3
1 - Round Tipped Chisel
2 - Machined Slot In Pinion
3 - Nuts Staking Flange
4. Remove the pinion nut.
Page 19
Drive Pinion
Drive Pinion
1 - Carrier Assembly
2 - Press
3 - Pinion
4 - Wood Block
2
1
3
4
1 - Press
1
IMPORTANT
5. Place carrier assembly into a press, place a 2" x 6" x
6" wood block under the pinion. This will ensure that
when the pinion is pressed free from the bearings
the pinion will not be damaged.
The bearing spacer will be reused or used as a starting
point when resetting the pinion bearing preload. Do not discard this part.
6. Use the proper pressing tool to press the end of the
pinion until free from the pinion bearings.
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Drive Pinion
1
1 - Press
IMPORTANT
Drive Pinion Overhaul and Assembly
The preload of the bearings on the drive pinion is adjusted by
a spacer between the inner and outer bearing cones and the
helical gear. The preload is adjusted by changing the thickness
of the spacer. A thicker spacer will decrease the preload, a
thinner spacer will increase the bearing preload.
The following procedure covers both the forward and rear axle
carrier overhaul and assembly.
Note: See carrier disassembly for instructions on pinion and
yoke removal.
1. If the model of axle uses a pilot bearing, remove the
bearing using a split-type puller. Use two procedure
steps to remove each bearing.
a. Mount the puller vertically to separate the bear-
ing from the pinion. This action will force the
puller halves behind the bearing race and start
moving the bearing from the pinion.
2. Remove the inner pinion bearing cone from the pinion using a split-type puller. Use two procedure
steps to remove each bearing.
a. Mount the puller vertically to separate the bear-
ing from the pinion. This action will force the
puller halves behind the bearing race and start
moving the bearing from the pinion.
b. Mount the puller horizontally to press the bear-
ing from the pinion.
b. Mount the puller horizontally to press the bear-
ing from the pinion.
Use the correctly sized spacer. Do not use shim stock or
14
Page 21
Drive Pinion
JD
77
8
5
405
DANA
86
L
7
0
3
8
grind spacers. These practices can lead to loss of bearing
preload and gear or bearing failure.
To prevent bearing damage, use suitable sleeve that only
contacts the inner race of bearing cone.
3. Use a press sleeve to install the inner bearing cone
and pilot bearing, if used, onto the pinion. Apply
pressure until the bottom of the cone touches the
shoulder of the pinion. Apply lubricant to the cone of
the bearing.
6-39
4. If removed, install the inner and outer bearing cups
into the carrier.
If replacement of the output shaft side gear
c.
bearing cup is necessary, use either of the following methods:
Weld: Place a weld bead around the inside of
the cup, when the weld cools the cup will fall
out.
Hammer: Use a rolling head prybar to get under
the cup and then, with a hammer and drift from
the back side of carrier, tap out bearing cup.
d. To install the outer bearing cup, place the carrier
in a press with the top of the carrier facing up.
e. Place the cup in the bore, use a sleeve or bear-
ing driver tool to press the cup until it is fully
seated. Use a feeler gage to make sure the cup
is fully seated.
Drive Pinion
a. To install the inner bearing cup, place the carrier
in a press with the bottom of the carrier facing
up.
b. Place the cup in the bore, use a sleeve or bear-
ing driver tool to press the cup until it is fully
seated. Use a feeler gage to make sure the cup
is fully se
ated.
Note: If a press is not available, use a sleeve or bearing driver
and a hammer to install the cups.
5. Place the pinion on a 6”
the carrier over the pinion.
lower
x 6” x 6” block of wood and
6. Install the pinion spacer.
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Drive Pinion
Note: If you are using the same drive pinion, use the same
spacer that was originally installed in the assembly. If
the drive pinion is to be replaced, the original spacer will
be used as the starting point of adjustment.
7. Install the outer bearing cone.
9. Align a 6” x 6” x 6” wood block under the drive pin-
ion, then lower the carrier and pinion assembly into
a press so that it is supported by the block.
10. Remove the pinion nut.
11. Place a press sleeve over the top of the outer bearing
cone. Use the press to apply 5 tons of force. It is
important to rotate the carrier slightly to make sure
that the rollers of the bearing are properly seated.
8. Install a pinion nut finger tight. This will hold the pinion in place while it is positioned into the press.
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Drive Pinion
12. With 15 tons of force on the press, you should be
able to feel a small amount of drag from the bearing
as you rotate the carrier. If the carrier turns with no
drag at all, the pinion spacer thickness should be
decreased by using a thinner spacer. If the carrier is
hard to turn, the spacer thickness must be
increased.
14. Install the drive yoke and pinion nut.
15. Torque the nut to 800-1000 lb-ft.
(1084-1355 N•m).
Drive Pinion
13. Remove the carrier from the press. Secure the carrier in a head stand.
Note: Do Not Install the Pinion Seal at this time.
16. Use an lb-in torque wrench and correct socket to
check the rolling torque of the pinion. Read torque
while rotating the assembly. Record the rotating
torque, not the breakaway torque. Torque must be
between 20 to 50 lb-in. If the t
within
the specified torque, the pinion spacer must
be changed. Repeat Steps 6-17.
17. Now remove the pinion nut and yoke and install the
pinion seal. Use Spicer’s seal drive (part number
210749) and drive adapter (part number 131472).
18. Reinstall the yoke and pinion nut. Torque to 8001000 lb-ft.
orque recorded is not
17
Page 24
Drive Pinion
CAUTION
WARNING
19. Once the proper rolling torque is achieved, use a
punch with a round tip to stake the pinion nuts
flange into the machined slot in the pinion shaft. See
diagram below.
The stake must be deep enough to enter the machined slot
of the pinion. See diagram below.
1
20. If a pilot bearing web is used, lineup the web to
the locating sleeves and tap in place with a rubber
mallet.
1
1
1 - Locating Sleeves
21. Install cap screws and torque to the proper specifications. See the Torque Chart.
2
1 - Round Tipped Chisel
2 - Nuts Staking Flange
3 - Machined Slot In Pinion
3
Failure to stake the pinion nut properly may result in the nut
coming loose during service. The pinion nut should never
be reused, always replace with new.
TIP: If you are unable to torque the yoke nut cor-
rectly, try torquing the nut with the truck wheels on
the ground and with the axle shafts installed.
18
Page 25
Wheel Differential
Wheel Differential Assembly
Exploded Parts View
Wheel Differential
6
7
8
1
2
3
4
10
12
13
1 - Threaded bearing adj - flange half
2 - Bearing cone - flange half
3 - Bearing cup - flange half
4 - Ring gear and pinion set
5 - Bolt
9
11
6 - Output side gear
7 - Side pinion thrust washer
8 - Differential spider
9 - Side gear
10 - Differential case - RH (plain half)
5
11 - Differential case - RH (plain half)
wheel diff lock
12 - Bearing cone - plain half
13 - Threaded bearing adj - plain half
19
Page 26
Wheel Differential
Remove Wheel Differential
Carrier Disassembly
For models having the wheel differential lock option or a
carrier thrust bolt, refer to the following procedure. These
parts must be removed first before further disassembly of the
wheel differential can take place.
1. For ease of service, mount differential carrier in head
stand with differential locked with the differential
lock facing up.
2. Remove the threaded cylinder cap.
(All Standard Models)
4. Remove the shift fork and sliding clutch assembly.
Note: Do not disassemble the shift fork from the sliding
clutch unless parts are to be replaced. To disassemble,
use a pin punch to remove spring pin from the fork leg.
The sliding clutch can now be removed from the fork.
5. Remove the shift fork spring.
3. Remove the piston push rod from the shift fork.
20
Note: Omit this step if the ring gear is to be replaced. If the
ring gear is to be reused, check the tooth contact pattern
and ring gear backlash before disassembling the carrier
assembly. When checking the backlash, a yoke or helical
gear must be installed and torqued to the proper specification to get an accurate reading. Best results are
obtained when tooth contact patterns are maintained in
used gearing.
Page 27
Wheel Differential
1 - Threaded bearing cup
2 - Adjustment plate
6. Mount the differential carrier in a head stand with the
wheel differential facing upward.
Note: For easier disassembly, loosen but do not remove the
pinion nut.
7. Remove the carrier differential bearing cap screws,
flat washers and bearing caps.
9. Using a chain hoist and the proper strap, lift the
ring gear and wheel differential assembly from
the carrier.
Wheel Differential
8. Use spicer’s wheel diff. bearing adjustment tool (part
number 513061) to back off the threaded cups and
remove.
1
2
21
Page 28
Wheel Differential
IMPORTANT
Forward Carrier Disassembly
During the following procedures, place the
differential assembly on a malleable surface to prevent
damage when removing components.
1. Remove the differential case cap screws.
2. Remove the flange half differential case and bearing
assembly. Use a screwdriver at the spider arm
machined slots of the case to loosen the flange from
the ring gear.
3. Remove the side gears, side pinions and differential
spider from the plain half case.
4. Place a block under the plain half, use a rubber mallet to remove the ring gear.
5. Remove the bearing cones from the case halves
using suitable pullers.
6. Remove the bearing cones from the plain and flange
halves in two steps:
a. Mount the puller vertically to split the bearing.
This action will start the bearing moving off the
differential case.
22
1
1 - Spider Arm Slots
b. Mount the puller horizontally to remove the
cone.
Page 29
Wheel Differential
Wheel Differential
IMPORTANT
1
1 - Match spacing of holes on each side of
spider slots
Forward Carrier Assembly
IMPORTANT:
To prevent bearing damage, use suitable sleeve that only
contacts the inner race of the cone. A used bearing race
would be a suitable tool. This tool should have a slit cut if
the ID is the same as the flange OD.
1. Press the new bearing cone on the plain half and
flange half bearing boss using the proper press
sleeve or bearing installation tool.
5. Install the flange half side gear. Apply a thin coat of
oil to the mating surfaces.
6. Install the ring gear. Align the cap screw holes.
2. Place the plain half side of the differential case on a
3. Install the side gear. Apply a thin coat of oil to the
4. Assemble the side pinions onto the wheel differential
malleable surface.
mating surfaces of the side gear and plain half.
spider. Apply a thin coat of oil to the mating surfaces
of the side pinion and differential spider. Install the
wheel differential nest on top of the side gear.
7. Use a rubber mallet to seat the ring gear to the plain
half.
8. Install the flange half of the case. Align the cap screw
holes.
23
Page 30
Wheel Differential
9. Install the ring gear cap screws.
10. Tighten the ring gear cap screws with an impact gun
and then use a torque wrench to torque to the proper
specifications. See the Torque Chart.
24
Page 31
Wheel Differential
1 - Threaded bearing cup
2 - Adjustment plate
1 - No gap
Set Backlash and Bearing Preload
Note: To install the wheel differential assembly, properly setup
the gear pattern and set the differential bearing preload.
This will require the use of the following Spicer tools or
equivalent. These tools will allow you to align the bearing adjuster assembly to the carrier. This tool (part number 513061) will also gage the adjustment for the
differential bearing preload and assist in setting the
backlash. Below you will find detailed instructions
explaining each procedure.
11. The bearing adjustment tool is made up of a
threaded rod, two nuts, two washers and two adjustment plates. Fit one adjustment plate to the plain half
threaded cup. Fit the other adjustment plate to the
flange half cup. The adjustment rings will fit into
slots of the threaded bearing cups stamped adjustment ring.
12. Connect the adjuster plates using the threaded rod,
washers and nuts. Tighten the nuts on the rod to
hold the threaded
wheel differential and ring gear assembly into the
carrier.
Note: There are two ways to make sure that the threaded cups
are seated properly. If there is a misalignment, reinstall
the differential assembly at a slightly different angle.
cups in place.
Carefully lower the
Wheel Differential
13. Make sure there is no gap between the carrier
threads and the cup threads.
1
2
1
25
Page 32
Wheel Differential
1
1
1 - Parallel
1 - Flange Half
2 - Plain Half
1
2
1 - Two Notches
1
14. Make sure that the bearings cage is parallel to the
edge of the threaded cup.
15. Use a ratchet or breaker bar and a 1 ¼” deep wall
socket to turn the flange half threaded bearing cup in
until the ring gear contacts the pinion (zero backlash). Back the cup out two notches of the adjustment plate.
16. Turn the plain half adjuster ring until there is zero
preload on the bearings. This is done by turning the
adjuster plate clockwise until you feel the threaded
cup gain resistance. The threaded bearing cup
should only be slightly snugged to achieve a zero
preload condition.
17. Obtain two notches of preload by tightening the plain
half adjustment ring two notches. Start with the
notch at the top, count two notches counter-clockwise on the adjuster ring, turn the adjuster ring so
that the notch is facing straight up.
26
Page 33
Wheel Differential
Wheel Differential
Apply Loctite 5
WARNING
18. Use a rubber mallet to fully seat the threaded bearing
cups.
19. With a dial indicator, check the ring and pinion backlash. Set the backlash from 0.010" to 0.012". This
will give you room to adjust the contact pattern, if
necessary.
22. Install the carrier differential bearing caps and caps
crews. Make certain there is no gap between the carrier cap and the carrier surface.
23. Use an impact gun to snug all carrier
cap fasteners.
20. Remove the adjuster plates and threaded rod
assembly.
21. Apply a 1/8” bead of Loctite 540 to the exposed
threads of the bearing adjuster.
24. Recheck the backlash. For new gearing, the backlash
should be between 0.008" and 0.018" (0.20 and 0.46
mm).
Note: For used gearing, the backlash should be reset to what
it was at the time of disassembly.
Note: If you have too much backlash, move the ring gear
closer to the pinion. Count the number of notches you
back off the plain half threaded cup. Each notch equals
about 0.003" (0.08 mm) of backlash.
IMPORTANT:
In order to maintain the differential bearing preload, you will
need to turn the flange half threaded cup the same amount in
the same direction. If you need more backlash, reverse the
procedure.
27
Page 34
Wheel Differential
25. Measure the ring gear total radial runout. Indicator
reading should not exceed 0.010" (0.25 mm).
26. Measure the ring gear total backface runout.
Indicator reading should not exceed 0.010"
(0.25 mm).
28. With the carrier mounted in a head stand, roll the
carrier on its side.
29. Make a sling out of a strap and position around the
plain half of the wheel differential.
27. Check the ring gear tooth pattern. Paint 5 or 6 ring
gear teeth 180 degrees apart on the ring gear.
30. Connect the end of the strap to a hoist and apply
pressure to the sling.
28
Page 35
Wheel Differential
Wheel Differential
31. Use the correct socket and a breaker bar to rotate the
differential. The differential should be hard to turn.
Rotate the pinion until the ring gear rotates 3 or 4
times in both directions. See page 31, “Adjust Tooth
Contact Position” for descriptions of correct pattern
position for new and used gearing.
32. When contact pattern is correct, use a punch with a
round head to stake the threaded bearing cups in
place. Stake the outer edge of the bearing adjustment ring into the machined slots in the carrier bearing bore on both sides. Must be staked at two
locations. Rotate cup if necessary to provide sur-
faces for staking.
29
Page 36
Wheel Differential
30
Page 37
Adjust Tooth Contact
Position
Adjust Tooth Contact Position
1
2
3
4
5
6
Adjust Tooth Contact Position
Adjust Ring and Pinion Tooth Contact Pattern
Note: Rear axle gearing is shown in the following instructions.
Correct tooth contact patterns and adjustments are the
same for forward and rear axles.
1 - Face width
2 - Tooth depth
3 - Heel
4 - Top land
5 - Root
6 - Toe
1. Identify if new or used gearing.
2. Check tooth contact pattern (new or used gearing).
New Gearing - Correct Pattern
Paint six ring gear teeth 180° apart with marking compound
and roll the gear to obtain a contact pattern. The correct pattern is slightly below center on the ring gear tooth with lengthwise contact up off the toe. 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.
The pattern could vary in length and should cover 1/2 tooth or
more (face width). The pattern should be evenly centered
between tooth top land and root and should be up off the
tooth toe.
Used Gearing - Correct Pattern
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 heal end of the gear tooth. The more use a
gear has had, the more the line becomes the dominant characteristic of the pattern.
Adjust used gear sets to display the same contact pattern
observed before disassembly. A correct pattern is up off the
toe and centers evenly along the face width between the top
land and root. Otherwise, the length and shape of the pattern
are highly variable and is considered acceptable as long as it
does not run off the tooth at any point.
1 - Pattern along the face width could be longer
Adjust Contact Pattern
If necessary, adjust the contact pattern by moving the ring
gear and drive pinion.
• Ring gear position controls the backlash. This
adjustment moves the contact pattern along the face
width of the gear tooth.
• Pinion position is determined by the size of the pinion bearing cage shim pack. It controls contact on
the tooth depth of the gear tooth.
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, then the backlash. Continue this sequence until the
pattern is satisfactory.
31
Page 38
Adjust Tooth Contact Position
Adjust Ring Gear Position (Backlash)
If the gear pattern shows incorrect face width contact, change
backlash by adjusting the ring gear.
If the pattern is too close to the edge of the tooth toe, move
the ring gear away from the pinion to increase backlash.
1. Loosen the bearing adjuster on the teeth side of the
ring gear several notches.
2. Loosen the opposite adjuster one notch.
3. Return to adjuster on teeth side of ring gear and
tighten adjuster until it contacts the bearing cup.
4. Continue tightening the same adjuster 2 or 3 notches
and recheck backlash.
If the pattern is concentrated at the heel (too far up the tooth),
move the ring gear toward the pinion to decrease backlash.
1. Loosen the bearing adjuster on the teeth side of the
ring gear several notches.
2. Tighten the opposite adjuster one notch.
3. Return to adjuster on teeth side of ring gear and
tighten adjuster until it contacts the bearing cup.
4. Continue tightening the same adjuster 2 or 3 notches
and recheck backlash.
32
Page 39
Wheel Differential Lock
Wheel Differential Lock
2
3
9
1
8
7
6
5
4
Parts Exploded View
Wheel Differential Lock
1 - Sliding clutch
2 - Spring
3 - Clutch fork
4 - Push rod
5 - Piston
6 - O-ring
7 - Piston cover
8 - Washer
9 - Switch
10 - Pin
33
Page 40
Wheel Differential Lock
Install and Adjust Wheel Differential Lock
Note: With differential carrier completely assembled and
adjusted, install differential lock as follows:
1. If shift fork and sliding clutch are disassembled,
engage fork with the clutch hub and install spring pin
in the fork leg. See illustration below for fork mounting position on clutch.
2. Position compression spring, shift fork and clutch in
shift opening of the carrier. Align pilot hole of shift
fork with the pilot hole of carrier.
3. Install pushrod through shift fork, compression
spring and carrier pilot hole.
4. Lubricate piston and o-ring with silicone grease.
Install shift piston assembly into cylinder. Position
piston with small diameter hub toward closed end of
cylinder.
5. Install piston cover o-ring.
6. Install piston cover and torque to 50–75 lb-ft.
(68–102 N•m).
7. Install selector switch and torque to 10–12 lb-ft.
(14–16 N•m).
8. Check selector switch operation. Check switch
electrically with an ohmmeter. Switch should be
closed when clutches are engaged and open when
disengaged.
34
Page 41
Housing Assembly
Housing Assembly Forward
4
5
6
7
10
9
8
11
12
1
2
3
Parts Exploded View
Housing Assembly
1 - Jam nut
2 - Locking ring
3 - Spindle nut
4 - Axle housing
5 - Breather
6 - Breather hose
7 - Carriage caps screw
8 - Nut
9 - Lock washer
10 - Stud
11 - Drain plug
12 - Axle shaft
35
Page 42
Bowl Tag Housing Assembly
Parts Exploded View
Housing Assembly
36
Page 43
Housing Assembly
Install Bowl Tag Housing Cover
Axle Assembly Procedure
1. Apply a 1/8” bead of Ultra gray sealant to the drive
axle housing to carrier interface. Make sure to apply
sealant around each bolt hole as shown.
Housing Assembly
2. Install the housing cover plate using cap screw part
number 132820 and washer part number 130877.
3. Torque cap screws in a cris-cross pattern to 250 +/10 lb-ft.
37
Page 44
Housing Assembly
38
Page 45
Bowl Tag
Bowl Tag Axle Conversion Process
Spindle Plug
IMPORTANT
Bowl Tag Axle
Axle Disassembly Procedure
1. Block the front and rear of at least one of the steer
axle wheels so the vehicle can not move during this
procedure. Always wear safety glasses.
2. Drain the lube from the rear drive axle by removing
the drain plug at the bottom of the housing.
3. Remove inter axle driveline.
4. Remove the axle shaft nuts and washers. Remove
rear axle shafts.
5. Remove rear axles U-tube breather assembly.
6. Now, remove the rear axle carrier assembly. Start by
removing the carrier to housing caps screws, nuts
and washers.
7. Remove carrier assembly.
8. With a rag, wipe out the inside of the drive axle
housing to remove the majority of any remaining
lube. There is no need to use a solvent to remove
residual oil. The residual lube will help keep the
inside of the housing from rusting due to condensation in the future.
9. Reinstall the housing drain plug and torque to 60 +/10 lb-ft.
4. Now install the housing breather plug, part number
673360 and torque to 25 lb-ft.
5. At the wheel end of the rear-rear axle, install the
spindle end plugs part number 302835 to both sides
of the housing.
Note: Apply a thin coat of oil to the plug O-rings before install-
ing. Only use a rubber dead blow hammer to install if the
plug will not go in by hand.
6. Install the hub cap gasket, hub cap assembly, washers and nuts.
Axle Assembly Procedure
1. Apply a 1/8” bead of Ultra Gray sealant to the drive
axle housing to carrier interface. Make sure to apply
sealant around each bolt hole as shown.
2. Install the housing cover plate using caps screw part
number 130836 and washer part number 130877.
3. Torque caps screw in a cris-cross pattern to 250 +/10 lb-ft.
7. Torque to 25 +/- 5 lb-ft in a cris-cross pattern.
8. The wheel ends can now be refilled with lube
through the end of the hub cap or the fill hole in the
hub if available.
9. Proper fill level is marked on the window of the hub
cap.
Note: The vehicle must be driven, then recheck the lube level
before the vehicle is returned to service.
39
Page 46
Bowl Tag Axle
40
Page 47
Housing Breather
Housing Breather
Spicer has an axle breather that consists of a fitting, hose
and clamp assembly. This breather design has improved
resistance to water ingestion, clogging caused by dirt, ice or
snow buildup around the base of the breather. See installation
instructions below (all views from rear).
1. Install fitting in breather hole.
2. Tighten fitting finger tight.
4. Insert hose onto fitting, long end down.
Housing Breather
5. Push hose firmly against fitting. Rotate hose to point
down.
3. Using a 3/4” wrench:
• Metal only: Rotate the fitting at least 1/2 turn
until nipple points to rear.
• Plastic only: Tighten until one thread is show-
ing.
41
Page 48
Housing Breather
42
Page 49
Wheel End Seal
Wheel End Seal
1
2
3
Parts Exploded View
Wheel End Seal
1 - Installation tool
2 - Seal
3 - Rear hub
43
Page 50
Wheel End Seal
WARNING
IMPORTANT
IMPORTANT
IMPORTANT
WARNING
CAUTION
Remove and Overhaul Wheel End Seal
WARNING:
Never work under a vehicle supported by only a jack.
Always support vehicle with stands. Block the wheels and
make sure the vehicle will not roll before releasing the
brakes.
IMPORTANT:
Wheel end seals can be easily damaged during handling.
Leave the seal in its package until installation to
prevent damage or contamination.
1. Remove outer bearing and wheel.
2. Remove oil seal.
3. Remove inner bearing.
4. Remove old wear sleeve (2-piece design only) with a
ball peen hammer and discard.
CAUTION:
Install Wheel End Seal
1. Before installation, lubricate the following with the
same lubricant used in the axle sump.
• Inner bearing
• Wheel seal (follow the directions provided by the
seal supplier)
2. Place seal on installation tool.
3. Drive seal with installation tool onto hub.
Adjust Wheel Bearing
WARNING:
Do not mix spindle nuts and lock washers from different
systems. Mixing spindle nuts and lock washers can cause
wheel separation.
Note: The lock washer for a four-piece tang/dowel-type wheel
nut system is thinner than the lock washer for a threepiece tang-type wheel nut system and is not designed to
bear against the inner nut.
Do not cut through the old wear sleeve. Damage to the
housing may result.
5. Inspect spindle journal and hub bore for scratches or
burrs. Recondition with an emery cloth as required.
Note: Deep gouges can be repaired by filling gouge with hard-
ening gasket cement and smoothing with emery cloth.
6. Clean hub cavity and bearing bores before reassembly. Be sure to remove contaminants from all
recesses and corners.
7. Clean bearings thoroughly with solvent and examine
for damage. Replace damaged or worn bearings.
IMPORTANT:
Always use the seal installation tool specified by the seal
manufacturer. Using an improper tool can distort or damage
the seal and cause premature seal failure.
4. Inspect the spindle and nut threads for corrosion
and clean thoroughly or replace as required.
Note: Proper assembly and adjustment is not possible if the
spindle or nut threads are corroded.
5. Inspect the tang-type washer (if used). Replace the
washer if the tangs are broken, cracked, or damaged.
6. Install the hub and drum on the spindle with care to
prevent damage or distortion to the wheel seal.
CAUTION:
A wheel dolly is recommended during installation to make
sure that the wheel seal is not damaged by the weight of the
hub and drum. Never support the hub on the spindle with
just the inner bearing and seal. This can damage the seal
and cause premature failure.
7. Completely fill the hub cavity between the inner and
outer bearing races with the same lubricant used in
the axle sump.
8. Before installation, lubricate the outer bearing with
the same lubricant used in the axle sump.
44
Page 51
Wheel End Seal
Wheel End Seal
CAUTION
1
2
3
4
1 - Inner Nut
2 - Dowel Pin
3 - Dowel-type Lock Washer
4 - Outer Nut
CAUTION
1
2
3
1 - Inner Nut
2 - Tang-type Lock Washer
0.123" (3.124 mm) thick
3 - Outer Nut
CAUTION
Note: Lubricate only with clean axle lubricant of the same type
used in the axle sump. Do not pack the bearings with
grease before installation. Grease will prevent the proper
circulation of axle lubricant and may cause wheel seal
failure.
9. Install the outer bearing on the spindle.
10. Install the inner nut on the spindle. Tighten the inner
nut to 200 lb-ft. (271 N•m) while rotating the wheel
hub.
CAUTION:
Never use an impact wrench to adjust wheel bearings. A
torque wrench is required to assure that the nuts are properly tightened.
11. Back off the inner nut one full turn. Rotate the wheel
hub.
12. Retighten the inner nut to 50 lb-ft. (68 N•m) while
rotating the wheel hub.
13. Back off the inner nut exactly 1/4 turn.
CAUTION:
Never tighten the inner nut for alignment. This can preload
the bearing and cause premature failure.
b. Install the outer nut on the spindle and tighten
to 350 lb-ft. (475 N•m).
c. Verify endplay.
Three-piece Tang-type Lock Washer System
Note: This adjustment procedure allows the wheel to rotate
freely with 0.001"–0.005” (0.025 mm–0.127 mm)
endplay.
14. Install the correct lock washer for the wheel nut system being used.
Three-piece Dowel-type Lock Washer System
a. Install the Tang-type lock washer on the spindle.
CAUTION:
Never tighten the inner nut for alignment. This can preload
the bearing and cause premature failure.
b. Install the outer nut on the spindle and tighten to
250 lb-ft. (339 N•m).
c. Verify endplay.
d. After verifying endplay, secure wheel nuts by
bending one of the locking washer tangs over
the outer wheel nut and another tang over the
inner wheel nut.
e. Go to step 12.
Note: If the dowel pin and washer are not aligned, remove
a. Install the Dowel-type lock washer on the spindle.
washer, turn it over and reinstall. If required, loosen the
inner nut just enough for alignment.
45
Page 52
Wheel End Seal
1 - Inner Nut
2 - Dowel Pin
3 - Dowel-type Lock Washer
4 - Tang-type Lock Washer
0.0478" (1.2065 mm) thick
5 - Outer Nut
Four-piece Tang/Dowel-type Lock Washer System
3
4
5
1
2
a. Install the Dowel-type lock washer on the spindle.
Note: If the dowel pin and washer are not aligned, remove
washer, turn it over and reinstall. If required, loosen
the inner nut just enough for alignment.
Replace Seal
Spicer strongly recommends using seal drivers when installing
new seals. Use the proper driver to make sure that the seal is
square and installed to the proper depth.
CAUTION:
CAUTION
Oil seals can be easily damaged prior to installation. Use
care when handling the new seal to prevent damage or contamination. Leave the seal in its package until installation.
On new yokes, leave the protector on the yoke until it is
installed on the shaft to prevent damage or contamination.
17. Remove the old yoke using appropriate tool. A yoke
puller tool may be made from the center section of
most gear puller tools, or may be purchased from
your local tool distributor.
CAUTION:
IMPORTANT
Never tighten the inner nut for alignment. This can preload
the bearing and cause premature failure.
b. Install the Tang-type lock washer on the spindle.
c. Install the outer nut on the spindle and tighten to
250 lb-ft. (339 N•m).
d. Verify endplay.
e. After verifying endplay, secure the outer nut by
bending (180° apart) two opposing tangs of the
locking washer over the outer nut.
15. Install the following:
• New gasket at axle shaft flange
• Axle
• Axle flange nuts and tighten to specified torque
16. Lubricate axle wheel ends.
shaft
18. Remove seal.
to prevent damage to the housing seal bore.
19. Inspect the seal bore area for any damage (nicks,
gouges, corrosion). Carefully remove any slight
damage with a crocus cloth. Clean the bore area to
remove any loose debris.
CAUTION:
Do not use any silicone or permatex-type bore sealant with
this seal.
Use care when removing the old seal
CAUTION
46
Page 53
Wheel End Seal
Wheel End Seal
WARNING
CAUTION
CAUTION
20. Remove the new seal from its package and install
with the proper driver:
R - Pinion Driver - 210749
R - Pinion Insert - 131472
WARNING:
Due to the resiliency of the plastic driver, hammer rebound
may occur when the seal is seated. Keep clear of the hammer rebound path!
21. Handle the seal by its outside diameter avoiding any
contact with the seal lips. During installation, use the
proper driver to make sure that the seal is mounted
properly.
22. Use a rubber mallet to drive the seal tool in until the
flange bottoms on the housing cover bore face. The
flange will locate the seal at the proper depth.
Guidelines for Reusing Yoke
CAUTION:
Do not use the yoke if it has any damage on the seal surface
(nicks or scratches).
The surface of the yoke and the lips of the seal form a critical
interface which retains the axle's lubricant while sealing the
axle from outside contaminants. The condition of the yoke
hub's surface is a very important factor in determining seal
life.
Carefully inspect the seal surface area of the yoke hub for
signs of wear and damage. Do not reuse the yoke if there is
noticeable wear, such as heavy grooving, beyond normal polishing from the seal lips.
Note: Do not rework the yoke with abrasives such as emery
paper or crocus cloth. Clean the surface of the yoke as
necessary using chemical cleaners. Remove all trace of
the chemicals from the yoke after cleaning.
CAUTION:
Do not use wear sleeves. Wear sleeves increase the yoke
hub surface diameter and cause premature seal wear and
repeat seal failure.
47
Page 54
Wheel End Seal
CAUTION
Verify Wheel Endplay Procedure
Verify that endplay meets specification using a dial indicator.
An indicator with 0.001" (0.03 mm) resolution is required.
Wheel endplay is the free movement of the tire and wheel
assembly along the spindle axis.
Correct endplay is 0.001"–0.005” (0.025–0.125 mm).
1. Attach a dial indicator with its magnetic base to the
hub or brake drum as shown below.
2. Adjust the dial indicator so that its plunger or pointer
is against the end of the spindle with its line of action
approximately parallel to the axis of the spindle.
3. Grasp the wheel assembly at the 3 o’clock and
9 o’clock positions. Push the wheel assembly in and
out while oscillating it to seat the bearings. Read
bearing endplay as the total indicator movement.
CAUTION:
If endplay is not within specification, readjustment is
required.
Readjust Wheel Endplay Procedure
Excessive Endplay—If end-play is greater than 0.005"
(.127 mm), remove the outer nut and pull the lock washer
away from the inner nut, but not off the spindle. Tighten the
inner nut to the next alignment hole of the dowel-type washer
(if used). Reassemble the washer and re-torque the outer nut.
Verify endplay with a dial indicator.
Insufficient Endplay—If endplay is not present, remove the
outer nut and pull the lock washer away from the inner nut,
but not off the spindle. Loosen the inner nut to the next
adjustment hole of the dowel-type washer (if used). Reassemble the washer and re-torque the outer nut. Verify endplay
with a dial indicator.
Fine Tuning the Endplay—If, after performing the
readjustment procedures, endplay is still not within the
0.001"–0.005” (0.025–0.127 mm) range, disassemble and
inspect the components. If parts are found to be defective,
replace the defective parts, reassemble and repeat wheel
bearing adjustment procedure. Verify endplay with a dial
indicator.
48
Page 55
Wheel End Seal
1 - Wheel End Oil Fill Hole
2 - Proper Lubricant Level
3 - Lubricant Flow from Sump
Lubricate Wheel End
CAUTION:
CAUTION
Before operating the axle, the wheel hub cavities and bearings
must be lubricated to prevent failure.
When wheel ends are serviced, follow Spicer’s wheel end lubrication procedure before operating the axle.
Spicer axles may be equipped with either of two wheel end
designs:
• Wheel ends with an oil fill hole.
• Wheel ends without an oil fill hole.
Wheel Ends with an Oil Fill Hole
4. Rotate the wheel end hub until the oil fill hole is up.
5. Remove the oil fill plug.
6. Pour 1/2 pint of axle sump lubricant into each hub
through the wheel end fill hole.
7. Install oil fill plug and tighten to specified torque.
1
Wheel End Seal
2
3
49
Page 56
Wheel End Seal
1
3
4
2
1 - With axle on level surface, fill housing with oil to bottom of plug
2 - Temperature sensor mounting hole
3 - Oil will run into wheel end
4 - Oil will run into wheel end
5 - Tilt housing side to side (1 minute per side)
6 - Recheck oil level in axle
Wheel Ends Without Oil Fill Hole
1. With axle level and wheel ends assembled, add lubricant through filler hole in axle housing cover until
fluid is level with the bottom of filler hole.
2. Raise the right side of the axle 6" or more. Hold axle
in this position for one minute.
3. Lower the right side.
4. Raise the left side of the axle 6" or more. Hold axle in
this position for one minute.
5. Lower the left side.
6. With axle on a level surface, add lubricant through
housing cover oil filler hole until fluid is level with the
bottom of the hole.
Note: Axles without wheel end fill holes will require approxi-
mately 2.5 additional pints of lubricant to bring the lube
level even with the bottom of fill hole.
50
Page 57
Wheel End Seal
Service Kit
Location
Tool
R-Pinion
210749
131472
Wheel End Seal
51
Page 58
Wheel End Seal
52
Page 59
General Lubrication Information
Lubrication
The ability of a drive axle to deliver quiet, trouble-free operation over a period of years is largely dependent upon the use
of good quality gear lubrication in the correct quantity. The
most satisfactory results can be obtained by following the
directions contained in this manual.
The following lubrication instructions represent the most current recommendations from Dana.
Approved Lubricants
General—Gear lubrications acceptable under military specifi-
cation (MILSPEC) MIL-L-2105D (Lubricating Oils, Gear,
Multipurpose) are approved for use in Spicer Drive Axles. The
MIL-L-2105D specification defines performance and viscosity
requirements for multigrade oils. It supersedes both
MIL-L-2105B, MIL-L-2105C and cold weathe
MIL-L-10324A. This specification applies to both petroleumbased and synthetic based gear lubricants if they appear on
the most current “Qualified Products List” (QPL-2105) for
MIL-L-2105D.
Note: The use of separate oil additives and/or friction modifi-
ers are not approved in Spicer Drive Axles.
Synthetic based—Synthetic-based gear lubricants exhibit
superior thermal and oxidation stability, and generally
degrade at a lower rate when compared to petroleum-based
lubricants. The performance characteristics of these lubricants include extended change intervals, improved fuel economy, better extreme temperature operation, reduce
cleaner component appearance. The family of Spicer gear
lubricants represents a premium quality synthetic lube which
fully meets or exceeds the requirements of MIL-L-2105D.
These products, available in both 75W-90 and 80/W-140,
have demonstrated superior performance in comparison
to others qualified under the MILSPEC, as demononstrated
by extensive laboratory and field testing. For a complete list
of Dana Spicer approved synthetic lubricants contact your
local Dana representative. See ba
appropriate phone number.
Makeup Lube—Maximum amount of non-synthetic makeup
lube is 10%. For additional lubrication information, see
TCMT-0021.
ck cover of this manual for
r specification
d wear and
Recommendations for Viscosity/Ambient
Temperature
The following chart lists the various SAE Grades covered by
MIL-L-2105D and the associated ambient temperature range
from each. Those SAE grades shown with an asterisk (*) are
available in the Spicer family of synthetic gear lubricants.
The lowest ambient temperatures covered by this chart are
-40°F and -40°C. Lubrication recommendations for those
applications which consistently operate below this temperature range, must be obtained through Dana by contacting
your local Dana representative.
Grade Ambient Temperature Range
75W -40°F to -15°F
75W-90* -40°F to 100°F (-40°C to 38°C)
75W-80 -40°F to 80°F (-40°C to 21°C)
75W-140 -40°F and above (-40°C and above)
80W-90 -15°F to 100°F (-26°C to 38°C)
80W-140* -15°F and above (-26°C and above)
85W-140 10°F and above (-12°C and above)
* Available in the Spicer family of synthetic gear lubricants.
(-40°C to -26°C)
Lube Change Intervals
This product combines the latest manufacturing and part
washing technology. When filled with a Spicer approved
synthetic lubricant at the factory, the initial drain is
not re
quired.
Change the lubricant within the first 5,000 miles of operation when not using a Spicer approved synthetic lubricant
in either a new axle or after a carrier head replacement.
Base subsequent lubricant changes on a combination of the
following chart and user assessment of the application and
operating environment.
Severe Service Lubrication Change Intervals—Severe service applications are those where the vehicle consistently
operates at or near its maximum GCW or GVW ratings, dusty
or wet environments, or consistent operation on grades
greater than 8%. For these applications, the ON/OFF HIGHWAY portio
are construction, logging, mining and refuse removal.
n of the chart should be used. Typical applications
Lubrication
53
Page 60
Note: Clean metallic particles from the magnetic filler plug
and drain plugs. Clean or replace the breather yearly to
avoid lube contamination due to water ingestion.
Lubricant Chart
Lubrication
Synthetic or
Mineral
Synthetic * SHAES-256 SAE 75W-90 500,000 miles [800,000 Km] or
Synthetic ** SHAES-256 SAE 75W-90,
Mineral
Base
* Axles using LMS wheel end system
** Axles using adjustable wheel bearing system
For additional lubrication information, see TCMT-0021.
Lubricant SAE Change Interval for Line Haul Change Interval for Vocational
5 years
250,000 miles [400,000 Km] or
MIL-L-2105E/J02360,
API GL-5 Gear Oil,
MIL-PRF-2105E
75W-140
75W, 75W-90,
75W-140,
80W-90,
85W-140
3 years
120,000 miles [193,000 Km] or
1 year
120,000 miles [193,000 Km] or
1 year
60,000 miles [96,500 Km] or
1 year
60,000 miles [96,500 Km] or
1 year
54
Page 61
Lubrication
Lubrication
Correct lube level at bottom of filler hole.
Change Lube
Drain
Drain when the lube is at normal operating temperature
(150°–200°F). It will run freely and minimize the time necessary to fully drain the axle, this insures the axle is flushed.
Unscrew the magnetic drain plug on the underside of the axle
housing and allow the lube to drain into a suitable container.
Note: Dispose of all used lubricants properly by following dis-
posal methods approved for mineral or synthetic based
oils.
After initial oil change, inspect drain plug for large quantities
of metal particles. These are signs of damage or extreme wear
in the axle. Clean the drain plug and replace it after the lube
has drained completely. Inspect breather for clogging or corrosion. Clean or replace as necessary.
Fill
Front Axle
Note: Lube fill capacities (see chart) are basic guidelines and
will vary based on the angle the axle is installed in a particular chassis. Torque fill plug to 40–60 lb-ft.
(54–82 N•m).
TIP: The axle can be filled through the axle housing breather
hole. Fill until lube level is even with the bottom of filler hole in
axle housing rear cover.
1 - With axle on level surface, fill housing with oil to bottom
of plug
2 - Temperature sensor mounting hole
a. With vehicle on level ground, remove the filler hole
plug from the axle housing cover and fill the axle
with approved lubricant until level with the bottom of
the hole.
Rear Axle
a. Remove the filler hole plug from the axle housing
cover and fill the axle with the approved lubricant
until level with the bottom of the hole.
b. If wheel ends were removed, follow instructions in
wheel end servicing page 40.
Always use the filler hole as the final reference. If lube is level
with the bottom of the hole, the axle is properly filled.
55
Page 62
Standpipes
Lubrication
Drive axles are lubricated with oil drawn from a large sump
integral to the assembly. Most axle designs attempt to position vital components such as pinion bearings in close proximity to this sump, keeping them bathed in a generous supply
of oil at all times.
When drive axles are installed at severe angles in vehicle
chassis, the position of these components is changed relative
to the oil sump. The same effect is present when the vehicle
travels up a steep grade. Oil in the sump remains level while
the axle itself tilts up or down. This makes it possible for bearings and gears located well forward in the assembly to
“starve” for lubrication even though the axle is filled to the
base of the fill plug hole as recommended by the manufacturer.
Axles should be modified with standpipes to raise lube levels
whenever chassis installation angles exceed 10° and when the
vehicle must negotiate continuous or lengthy grades on a routine basis.
The chart gives standpipe recommendations for vehicles
operating in consistently mountainous areas.
S170
Axle Installation
Angle
12° Rear 29*
10° Rear 30*
8° Rear 31
6° Forward
4° Forward
2° Forward
0° Forward
*Does not allow for standpipe.
Axle Location Quantity
(pints)
39
Rear
Rear
Rear
Rear
32
41
33.5
43
35
45
36
S190
Axle Installation
Angle
12° Rear 29*
10° Rear 30*
8° Rear 31
6° Forward
4° Forward
2° Forward
0° Forward
*Does not allow for standpipe.
Capacities do not include wheel equipment requirements.
An additional 1-2 pints is required in each wheel hub.
Tandem Forward Axles
Installation
Angle*
0° – – –
3° – – 2.00"
5° – 1.00" 2.25"
7° – 1.25" 2.50"
10° 1.50" 1.75" 2.75"
13° 1.75" 2.00" 3.00"
15° 2.50" 2.50" 3.25"
*Pinion pointing upward
Axle Location Quantity
Rear
Rear
Rear
Rear
5-10%
Grade
10-15%
Grade
(pints)
42.5
32
44.5
33.5
47
35
50
36
15-20%
Grade
Capacities do not include wheel equipment requirements.
An additional 1-2 pints is required in each wheel hub.
56
Page 63
Theory of Operation
Theory of Operation
1
2
3
5
4
Theory of Operation
Power Divider Operation
(Power Flow and Torque Distribution)
In operation, the power divider accepts torque from the vehicle driveline and distributes it equally to the two axles.
This assembly is of the two-gear design consisting of an input
shaft, inter-axle differential, output shaft and two constantmesh helical gears.
With Lockout Engaged
(Inter-Axle Differential is Operating)
The inter-axle differential compensates for minor variations in
speed between the two axles, the same way the wheel differential works between the two wheels of a single drive axle.
This unit also acts as a central point in distribution of torque
to the two axles.
The power divider also includes a driver-controlled, air-operated lockout. When lockout is engaged, it mechanically prevents inter-axle differentiation for better performance under
poor traction conditions.
1 - Input torque
2 - Lockout disengaged
3 - Forward axle torque is transmitted from the helical side
gear through the pinion helical gear, drive pinion, ring gear,
wheel differential and axle shafts.
4 - Rear axle torque is transmitted from the output shaft side
gear through the output shaft, inter-axle driveline, drive
pinion, ring gear, wheel differential and axle shafts.
5 - Input torque (power flow) from the vehicle driveline is
transmitted to the input shaft and the inter-axle differential
spider. The differential distributes torque equally to both
axles.
57
Page 64
Theory of Operation
CAUTIONCAUTION
1
2
3
5
4
With Lockout Engaged
(Inter-Axle Differential is Not Operating)
Lockout should only be engaged when both axles are rotating
at the same speed. Operation should be limited to low-traction
situations and should be disengaged when normal traction
returns. Failure to do so will result in poor handling and damage to the axle components.
Note: Varied road surface conditions can result in unequal
torque distribution between the two axle assemblies.
Prolonged operation with the lockout engaged can damage
axle and driveline components.
1 - Input torque
2 - Lockout engaged
3 - Forward axle torque is transmitted from the helical side
gear through the pinion helical gear, drive pinion, ring gear,
wheel differential and axle shafts.
4 - Rear axle torque is transmitted from the output shaft side
gear through the output shaft, inter-axle driveline, drive
pinion, ring gear, wheel differential and axle shafts.
5 - Input torque (power flow) from the vehicle driveline is
transmitted directly to the helical side gear and the output
shaft. A positive drive is provided to both axles for
maximum traction under adverse road conditions.
58
Page 65
Theory of Operation
Operate Wheel Differential Assembly
The Spicer wheel differential lock is driver-controlled and operated by a carrier mounted air-actuated shift unit. In operation,
it positively locks the wheel differential to provide improved
traction under adverse road conditions.
Control Systems for Differential Lock
Two systems may be used to control the differential lock operation.
Transmission Low Range Interlock Control System
The wheel differential is locked manually with the transmission in Low Range. It is unlocked by the driver or unlocked
when the transmission is shifted out of Low Range.
Note: The interlock system is preferred for vehicles equipped
with an air-shifted, Low Range transmission. It is
designed to ensure the differential lock is not left
engaged (and to prevent accidental engagement) when
transmission is in high range.
Direct Driver-controlled System
The driver manually locks and unlocks the wheel differential,
using a cab-mounted electric switch (or air valve). The following description assumes the system includes a cab-mounted
electric
tion. An air valve may be substituted for these components.
Operation is as follows:
switch and a solenoid
1. With control switch in the “unlock” position, the
wheel differential functions normally.
2. When the control switch is placed in the “lock” position, the air supply solenoid valve opens and air
pressure activates the shift cylinder. The shift fork is
moved to engage the curvic clutches, which, in turn,
lock the wheel differential.
3. When the control switch is placed in the “unlock”
position, air pressure supply to the shift cylinder is
shut off and air pressure is released from the cylinder. A compression spring moves the shift fork to
disengage the curvic clutch and unlock the wheel differential.
valve as shown in the illustra-
Theory of Operation
59
Page 66
Wheel Differential Lock System
2
1
14
6
5
4
8
7
3
11
12
13
9
10
Theory of Operation
1 - Cab-mounted control valve (plunger in—valve open)
2 - Dry air supply tank 80–120 PSI
3 - Preferably equal in length
4 - Power supply
5 - Fuse or circuit breaker
6 - Indicator light or audible signal
7 - Wheel differential lock indicator switch
(part of axle assembly)
8 - Rear axle wheel differential lock air shift cylinder
(part of axle assembly)
9 - Forward rear axle wheel differential lock air shift cylinder
(part of axle assembly)
10 - Wheel differential lock indicator switch
(part of axle assembly)
11 - Indicator light of audible signal
12 - Fuse or circuit breaker
13 - Power supply
14 - 66468 Quick release valve (optional) located on frame rail
and within 10 feet of tubing from control valve
60
Page 67
Theory of Operation
Wheel Differential Lock
The Spicer Wheel Differential Lock is an optional feature for
Spicer Axles. In operation, it positively locks the wheel differential, to provide improved traction under adverse road conditions.
The differential lock is driver-controlled through an electric
switch or air valve mounted in the cab. The locking mechanism is air-operated to engage a mechanical clutch and lock
the wheel differential. It is spring-operated to disengage the
lock and permit the wheel differential to function normally.
The wheel differential lock consists of three major assemblies.
• Shift Cylinder Assembly: Operates a shift fork and
push rod assembly.
• Shift Fork and Push Rod Assembly: Engages and
disengages the differential lock curvic clutch assembly.
• Curvic Clutch Assembly: Consists of a sliding clutc
splined to
splined to the differential case hub.
The differential lock also includes a selector switch (electric)
which senses clutch engagement and sends an electrical signal to a cab mounted indicator light (or an audible signal
device).
an axle shaft and a fixed clutch which is
h
Theory of Operation
9
3
4
5
6
4 - Piston and rod 8 - Switch
1
2
7
8
rehsaW - 7krof hctulC - 3
10
niP - 9gnir-O - 5hctulc gnidilS - 1
reirraC - 01revoc notsiP - 6gnirpS - 2
61
Page 68
Theory of Operation
1
6
2
3
4
5
7
1
6
7
2
3
4
5
Differential Lock Engaged
Air pressure applied to the shift cylinder moves the piston,
push rod, shift fork and the sliding curvic clutch engages the
fixed curvic clutch.
The sliding clutch is splined to the axle shaft. The fixed clutch
is splined to the differential case hub. Engaging the two
clutches locks the wheel differential thus preventing wheel differential action.
Differential Lock Disengaged
When air pressure at the shift cylinder is released, a compression spring (mounted on the push rod) moves the push rod,
shift fork and sliding clutch as an assembly. The sliding clutch
moves out of engagement with the fixed clutch. The wheel differential is unlocked and operates normally.
Differential Lock Engagement Indicator
Differential lock engagement is detected by a switch (electric)
mounted on the differential carrier. An actuator, mounted in
the piston cover, operates the switch.
When the shift fork moves to engage the differential lock, the
push rod actuator moves away from the switch, allows the
switch to close and send an electrical signal to turn on a cabmounted indicator light (or an audible signal).
When the shift fork moves to disengage the differential lock,
the compression spring also moves the push rod actuator to
contact the switch. The switch is opened and turns off the
cab-mounted indicator light (or the audible signal).
Differential Lock Engaged
1 - Spring is compressed
2 - Shift fork
3 - Piston and rod
4 - Selector switch
5 - Air pressure applied engages clutches
6 - Fixed clutch splined to differential case
7 - Sliding clutch splined to axle shaft and engaged with
fixed clutch
62
Differential Lock Disengaged
1 - Spring is decompressed
2 - Shift fork
3 - Piston and rod
4 - Selector switch
5 - Air pressure applied disengages clutches
6 - Fixed clutch splined to differential case
7 - Sliding clutch splined to axle shaft
Page 69
Towing Guide
Proper Vehicle Towing
WARNING
Towing Guide
Without Wheel Differential Lock
Lift the drive wheels completely off of the ground or damage
will occur.
Do not lift the front wheels (non-drive wheels). This alters
the oil’s position in the drive axle, draining it away from the
drive pinion and its bearings. If the pinion is rotated under
these conditions for any period of time, bearings will overheat resulting in axle damage or failure.
If it is impossible to lift the drive wheels, remove all axle
shafts to prevent gear rotation and cap the wheel hubs to prevent loss of lubricant and a possible road hazard. See the following section Proper Vehicle Towing with Wheel Differential
Lock for removal procedure.
With Wheel Differential Lock
Follow this procedure to remove all axle shafts preventing
gear rotation with the drive wheels and possible lubrication
damage:
1. Engage the wheel differential lock, indicator light is
on (move vehicle to verify engagement).
2. Shift transmission into neutral.
3. With vehicle stationary, release the air pressure on
the wheel differential lock shift system and apply the
parking brake.
4. Disconnect the air supply and fitting at the shift
cylinder.
5. Install the shipping caps screw 128642 (0.250 X 18
X 1.5") NPSM screw. GM models require part number 128274 (M12 X 1.5 X 38mm) screw. Tighten
caps screw to manually engage the wheel differential
lock until the indicator light is on and the differential
lock is completely engaged.
6. Remove the axle shafts.
7. Install temporary cover on hub to prevent contamination entering and also to prevent the loss of lubricant.
63
Page 70
Towing Guide
64
Page 71
Fastener Torque
Specifications
Fastener Torque Specifications
Fastener Torque Specifications
Location Size Lb-Ft. N•m
WHEEL DIFFERENTIAL AND GEARING
Front Pinion Helical Nut M48 x 1.5 900 +
Output Shaft Nut M42 x 1.5 900 +
Rear Pinion Nut M48 x 1.5 900 +
Ring Gear, Diff. Case Bolts M20 x 1.5 x 55 500 +
CARRIER
Carrier Diff. Bearing Cap M18 x 1.5 x 85 265 +
Carrier to Housing Cap Screws M16 x 1.5 x 85 250 +
M16 x 1.5 x 55 250 +
Carrier to Housing Nuts M16 x 1.5 250 +
Pilot Bearing Web M16 x 1.5 x 70 210 +
Differential Lock Switch M14 x 1.5 10 +
Differential Lock End Cap 2.375 - 16 UN-2A 65 +
HOUSING
Rear Cover Caps Screws M16 x 1.5 x 70 250 +
M16 x 1.5 x 55 250 +
Rear Cover Nuts M16 x 1.5 250 +
Magnetic Plug (Fill) 1 x 11.5 NPTF 50 +
100 1220 + 135
100 1220 + 135
100 1220 + 135
25 675 + 30
15 360 + 20
15 335 + 20
15 335 + 20
15 335 + 20
10 285 + 15
115 + 3
10 85 + 15
15 335 + 20
15 335 + 20
15 335 + 20
572 + 5
Drain Plug 0.750 - 14 NPTF 50 +
Housing Breather 0.375 - 18 NPTF 20 - 26 27 - 35
Temperature Sending Plug 0.500 - 20 NPTF 50 +
Axle Shaft to Wheel Hub Nut 0.625 - 18 180 +
Wheel Diff. Lock Caps 2.37 - 16UN-2A 65 +
0.750 - 16 315 +
572 + 5
572 + 5
10 245 + 15
30 425 + 40
10 85 + 15
65
Page 72
For spec‘ing or service assistance, call 1-877-777-5360 or visit our website at www.dana.com
Dana Commercial Vehicle Products Group
3939 Technology Drive
Maumee, Ohio, USA 43537
www.dana.com
All applications must be approved by the Application Engineering Department. Specifications and/or design are subject to change without notice or obligation. Printed in USA AXSM-0510 10/11
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