Spicer Tandem Drive Axle Dual Range Double Planetary User Manual
Spicer® Tandem Drive Axles
Service Manual
Spicer® Tandem Drive Axles
AXSM-0045
September 2007
Spicer Axle Service and Maintenance Instructions
Tandem Drive Axles
Dual Range and Planetary Double Reduction Gearing
Introduction
Dana Corporation, Axle & Brake Division, presents this
publication to aid in maintenance and overhaul of Spicer
tandem drive axles.
Service and Maintenance instructions cover Spicer Dual
Range (2-Speed) and Planetary Double Reduction Tandem
Axles. Instructions are applicable to both gearing types
unless specified otherwise.
Five basic axle series are included in this book. Their design
is common with differences in load capacity and two gearing
types.
Load
Capacity
(lbs.)
Dual Range
34,000 DT340, DT341
38,000
38,000
40,000
40,000
45,000
DT380(P)
* DT381(P)
DT400-P, DT401-P
DT402(P)
DT451 -P
The suffix letter “P” in the Model No. indicates the axle
is equipped with a gear-driven Lube Pump, designed to
provide additional lubrication to the inter-axle differential
and related parts.
Instructions contained herein are applicable to all axle models
unless specified otherwise.
For brake information and axle mounting suspension
systems, refer to pertinent truck manufacturer’s literature.
Model Numbers
DP381(P)
Planetary
Double Reduction
DP340, DP341
DP380(P)
DP400-P, DP401 -P
DP402(P)
DP451-P
Typical 3PICER Tandem Drive
Axle (Dual Range illustrated).
Design Variations:
Two design variations of tandem
axles are included in this manual.
The major difference is in the shaft
sp line design. Refer to page 5 for
deails.
*NOTE: DS381 (P) axles manufactured
after April 1985 are rated at 40,000 lbs,
,
Contents
Description and Operation
Gearing and Torque Distribution
Lubrication
Cleaning, Inspection, Replacement
Adjustments
• Wheel Bearings
•Adjust Input Shaft End Play
•Pinion Bearing Preload
•Differential Bearing Preload and
Ring Gear Backlash Adjustment
Ring Gear and Pinion Tooth Contact
Fastener Tightening Specifications
Rear Axle Differential
Carrier Replacement
Forward Axle Differential
Carrier Replacement
Power Divider Replacement
Power Divider Overhaul
•Remove Power Divider
from Differential Carrier
•Disassemble power Divider Cover
•Disassemble Inter-axle Differential
*Service Bulletin Supplement
(Checking Input Shaft End Play —
●
Disassemble Output Shaft
●
Assemble Output Shaft
●
Assemble Inter-axle Differential
●
Assemble Power Divider Cover
●
Install Power Divider on Diff. Carrier
●
Adjust Input Shaft End Play
Differential Carrier Overhaul
●
Disassemble Differential Carrier
●
Disassemble Drive Pinion
•
Disassemble Wheel Differential
●
Assemble Wheel Differential
●
Assemble Drive Pinion
●
Forward Axle- Install Pinion
●
Forward Axle - Install Helical Gear
●
Forward Axle - Install Differential
Assembly in Carrier
●
Rear Axle - Install Pinion and
Differential in Carrier
Misc. Torque Fastening Chart
DuaI Range Axle Shift System
Axle Models with Thrust Button
2
Price $3.50
Axle and Carrier Assembly Model Identification
Spicer Axle
Spicer Axle
Spicer
Spicer Axle
Spicer Axle
Spicer
Axle Specification Number
I
The complete axle is identified by the specification
number stamped on the rear right-hand side of the
axle. housing. This number identifies all component
parts of the axle as built by Spicer, including special
OEM requirements such as yoke or flange.
In addition, some axles
may include a metal
identification tag (see
illustration).
Metal Identification Tag
Ring Gear and Pinion Identification
Ring Gear and Drive Pinion
are matched parts and must
be replaced in sets. Check the
appropriate Spicer Axle parts book
for part numbers and ordering
instructions.
To aid in identifying gear sets, both
parts are stamped with such infor-
mation as number of pinion and
ring gear teeth, individual part
number and matched set number
(refer to adjacent drawing).
3
Spicer¬Dual Range Tandem Drive Axles
Description and Operation
Spicer Dual Range Tandems are
basically 2-Speed, shiftable drive
axles. They provide two gearing
ratios (low and high ranges) and
are designed for heavy-duty service
in on-off highway operations. Low
range for deep gear reduction and
slow speed hauling off highway.
High range for cruising speeds on
highway.
The complete tandem axle
assembly includes two axle units,
each with double gear reduction
capability coupled by a 2-gear S
power divider.
Power Divider
In operation, the power divider accepts the torque from the vehicle
drivelne 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 constant-mesh helical
gears.
The inter-axle differential compensates for axle speed variations in 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.
Lube Pump
Tandem Axles with suffix letter "P" in Model No. are equipped with a
lube pump to provide positive lubrication to the inter-axle differential
and other power divider parts. This pump is operated by a drive gear
engaged with the input shaft splines. When vehicle is moving in a
forward direction, pressurized lube is delivered to the vital power
divider parts.
PICER Dual Range Gearing
with Lube Pump
Lube Pump System
The pump lube system
incorporates a magnetic strainer
screen. To keep the system clean,
the magnet traps minute particles
and the screen blocks out large
particles of foreign material.
Dual Range Tandem Shift System
Range selection is accomplished
by an air shift system and is drivercontrolled through a cab-mounted
air control valve.
The control valve operates two
shift units (one for each axle)
which mechanically engages or
disengages the planetary gearing.
For operation description, refer
to Shift System section in this
manual.
4
Forward Axle
Shift Unit
Rear Ax/e
Shift Unit
Spicer Planetary Double Reduction Axles
Description and Operation
The Planetary Double Reduction
Tandem Axle shares its basic
design concepts and many
components with the Dual Range
Tandem. The principle variation
is the permanent engagement of
the double reduction feature. A
stationary sun gear, fixed in
engagement with the low-speed
clutch plate, replaces the sliding
clutch gear and provides continuous
double reduction operation in the
same manner as the dual range
axle when in Low Range.
Torque distribution and power flow
is same as Dual Range Gearing in
Low Range (see page 7).
Design Variations (Dual Range and Planetary Double Reduction Axles)
NOTE: To assist in identifying the axle being serviced, here are the
major design variations within the axle series covered by this manual.
D341, 381(P)
401-P, 402(P),
451-P
16
34
44
36
5 pitch
41
39
1-5/8"-18
self-locking or
slotted nut with
roll pin M42 x 1.5
after 7/1 /95
1-1/2"-18
self locking
M36 x 1.5after
7/1/95
Axle Series
Output Shaft Splines
Side Gear End
Output End
Input Shaft Splines
Input End
Diff. End
Helical Gear
Drive Pinion Splines
Forward Axle
Rear Axle
Drive Pinion Nut
Forward Axle
Rear Axle
D340, 380(P)
400-P
16
10
16
36
7 pitch
10
10
1-1/2"-18
self-locking
1-1/2"-18
self-locking
Axle Shaft &
Side Gear Splines
Lube Pump Drive Shaft.
pump models is equipped with a woodruff key. On
late pump models, the key is eliminated. The drive
shaft end has two machined flats and the drive gear
mounting hole is shaped to accommodate these flats.
D340,380(P)-16
D400-P-33
The drive shaft on early
D341-39
D381(P), D402(P) -41
D401-R D451-P -33
5
Gearing and Torque Distribution
Dual Range Gearing
The gearing for each axle is a
combination of a spiral bevel ring
gear and pinion and a planetary
unit.
First reduction (High Range) is
provided by the spiral bevel
gearing.
Second reduction (Low Range) is
through the planetary gearing.
Four planetary idler pinions are
confined within the ring gear and
mesh with the ring gear internal
teeth. The planetary gears rotate
around a sliding clutch gear.
Each axle is equipped with a shift
unit, which operates the sliding
clutch gear to provide means for
selecting the axle range. Range
selection is accomplished through
the movement of the sliding clutch
gear in and out of engagement
with low and high-speed clutch
plates.
The sliding clutch gear is locked
into the high-speed clutch plate
and rotates as part of the differential assembly. The planetary pinions are stationary and the axle
uses only the single reduction of
the ring gear and pinion. Power
flow is through the drive pinion,
ring gear, differential unit and axle
shafts.
The sliding clutch gear is shifted
into engagement with the lowspeed clutch plate (an integral
part of the bearing adjuster). The
sliding clutch is held stationary and
the planetary pinions are forced to
rotate around it. Power flow is now
through drive pinion, ring gear,
planetary gearing, differential unit
and axle shafts. The axle uses two
reductions to multiply torque. The
planetary unit adds approximately
36¡/0 more reduction to the primary
gear set. Torque is multiplied on
an equivalent basis.
Torque Distribution in High Range
Torque (power flow) from the vehicle driveline is
transmitted to the input shaft and the inter-axle
differential spider. At this point, the differential
distributes torque equally to both sides.
For the forward axle, torque is transmitted from
the helical-side gear to the pinion helical gear,
drive pinion, ring gear, wheel differential and axle
shafts.
For the rear axle, torque is transmitted from the
output shaft side gear, through the output shaft,
inter-axle driveline, to the drive pinion, ring gear,
wheel differential and axle shafts.
INPUT
TORQUE
Torque is transmitted to both axles through inter-axle
differential action.
Torque Distribution in High Range (cent’d)
A lockout mechanism is incorporated in the power
divider to enable the vehicle driver to lock out the INPUT
inter-axle differential and provide maximum traction
under adverse road conditions.
In operation, an air cylinder (controlled by a cabmounted valve) shifts a sliding clutch. To lock out
inter-axle differential action, the clutch engages the
helical-side gear and causes this gear, the input shaft
and differential to rotate as one assembly. This action
provides a positive drive to both axles.
With lockout engaged, torque is distributed to both axles
without differential action. The forward axle
pinion and ring gear are driven by the helical-side
gear. The rear axle gearing is driven from the output
shaft side gear and inter-axle driveline.
NOTE: Varied road surface conditions can result
in unequal torque distribution between the two axle
assemblies.
-
Torque is transmitted to both axles without inter-axle
differential action.
TORQUE
Torque Distribution in Low Range
INPUT
TORQUE
INPUT
TORQUE
Torque is transmitted to both axles through inter-axle
differential action.
Torque is transmitted to both axles without inter-axle
differential action.
7
Spicer Tandem Drive Axles
Differential Carrier Assembly
Forward Axle
8
Dual Range
DT340, 310(P), 400-P
DT341, 381(P), 401-P
DT402(P), 451-P
Planetary Double Reduction
DP340, 380(P), 400-P
DP341, 381(P), 401-P
DP402(P), 451-P
IMPORTANT: Seals,
Yokes and Slingers.
Before replacing
these parts, refer to
Repair and
Replacement
Instructions for
interchangeability
information.
I
9
Spicer®Tandem Drive Axles
Differential Carrier Assembly
Rear Axle
Dual Range RT340, 341, 380, 381, 400, 401,402, 451
Planetary Double Reduction RP340, 341, 380, 381, 400, 401, 402,451
I
10
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 lubricant in 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 the Axle & Brake Division of
Dana Corporation.
Approved Lubricants
General-Gear
specification (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 super-
sedes both MIL-L-21 056, MIL-L-2105C and cold weather
specification MlL-L-l 0324A. This specification applies to
both petroleum-based and synthetic based gear lubricants
if they appear on the most current “Qualified Products List”
(QPL-2105) forMIL-L-2105D.
Note: The use of separate oil additives and/or friction
modifiers are not approved in Drive Axles.
Synthetic
superior thermal and oxidation stability, and generally
degrade at a lower rate when compared to petroleum-based
lubricants. The performance characteristics of these lubri-
cants include extended change intervals, improved fuel
economy, better extreme temperature operation, reduced
wear and cleaner component appearance. The family of
Spicer®gear lubricants represents a premium
synthetic lube which fully meets or exceeds the
requirements of MIL-L-2105D. These products, available in
both 75W-90 and 80 W-1 40, have demonstrated superior
performance in comparison to others qualified under the
MILSPEC, as demonstrated by extensive laboratory and field
testing. For a complete list of Spicerr®approved synthetic lubricants contact your local Spicer representative. See
back cover of this manual for appropriate phone number.
Makeup Lube-Maximum amount of non-synthetic makeup
lube is 100/o.
lubrications acceptable under military
based-Synthetic-based gear lubricants exhibit
quality
Viscosity/Ambient Temperature Recommendations-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 the Dana Corporation by contacting your local Spicer representative.
Grade
75W
75W-80
75W-90*
75W-140
80W-90
80W-140*
85W-140
Ambient Temperature Range
-40oF to -15°F (-40oC to -26oC)
-40°F to 80oF (-40°C to 21oC)
-40oF to 100oF (-40oC to 38oC)
-40°F and above (-40oC and above)
-150F to 100oF (-26°C to -38oC)
-150F and above (-26°C and above)
10oF and above (-12°C and above)
Lube Change Intervals
This product combines the latest manufacturing and part
washing technology.
synthetic lubricant at the factory, the initial drain is not
required.
Change the lubricant within the first 5,000 miles of
operation when not using a approved
lubricant in either a new axle or after a carrier
head replacement.
a combination of the following chart and user assessment
of the application and operating environment.
Severe Service Lubrication Change Intervals -
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 portion of the chart should be used.
Typical applications are construction, logging, mining and
refuse removal.
Note:
Remove metallic particles from the magnetic filler
plug and drain plugs. Clean or replace the breather at each
lubricant change.
When filled with an approved
synthetic
Base subsequent lubricant changes on
Severe
I
I
Lubricant Type
Mineral
Based
Spicer - Approved 250,000
Synthetic
Guidelines - Lube Change Intervals for Drive Axles
On Highway
Miles
100,000
Maximum Change
Interval
Yearly
3 Years
On/Off Highway Severe
Service Miles
40,000
100,000
I
Maximum Change
Interval
Yearly
Yearly
11
Lubrication
Changing Lube
Draining
Drain when the lube is at normal operating temperature. It will run freely
and minimize the time necessary to fully drain the axle.
Unscrew the magnetic drain plug on the underside of the axle housing
and allow the lube to drain into a suitable container. Inspect drain plug
for large quantities of metal particles. After initial oil change, these
are signs of damage or extreme wear in the axle, and inspection of the
entire unit may be warranted. Clean the drain plug and replace it after
the lube has drained completely.
Axles with Lube Pump:
divider cover and inspect for wear material in the same manner as the
drain plug. Wash the magnetic strainer in solvent and blow dry with
compressed air to remove oil and metal particles.
Remove the magnetic strainer from the power
CAUTION:
SAFE AREA. WEAR SAFETY
EXERCISE CARE
TO DIRECT COMPRESSED AIR INTO
GLASSES.
Filling
Remove the filler hole plug from
the center of the axle housing
cover and fill the axle with
approved lubricant until level
with the bottom of the hole.
Forward axles:
(0.94 liters) of lubricant through
filler hole at the top of the differential carrier near the power
divider cover.
NOTE: Lube fill capacities in the
adjacent chart are good guidelines
but will vary somewhat on the
basis of the angle the axle is
installed in a particular chassis.
Always use the filler hole as the
final reference. If lube is level with
the bottom of the hole, the axle is
properly filled.
Add two pints
Axle Installation Angles
Axles installed at angles exceeding
10 degrees or operated regularly
in areas of continuous and lengthy
grades may require standpipes to
allow proper fill levels.
For specific recommendations,
contact your local Spicer representative.
Lube Capacities*
DO NOT OVERFILL AXLES
63,&(5 Housings (Rectangular Arm)
Dual Range and PDR
Tandem Series
340, 341 . . . . . . . . . . . . . . . . . . . . . . . . . . .
380(P), 381 (P)
400-P, 401-P
402( P), 451-P . . . . . . . . . . . . . . . . . . . . .
Forward Axles: Add an additional 2 pints (0.94 liters) axle lubricant
through filler hole at the top of the differential carrier near the power
divider cover. (See photo above.)
*Capacities listed are approximate. The amount of lubricant will vary with angle of
axle as installed in vehicle chassis. Figures do not apply to housings not designed
or manufactured by Spicer.
Forward
Axle
Pints (liters)
38 (18.0)
37 (17.5)
Rear
Axle
Pints (liters)
35 (16.6)
34 (16.1)
12
Wheel End Lubrication
IMPORTANT: In cases where wheel
equipment is being installed, either new or
after maintenance activity, the lube cavities
are empty. Bearings and seals must be
manually supplied with adequate lubricant
or they will be severely damaged before the
normal motion of the vehicle can supply
lube to the hub ends of the housing.
To avoid the risk of premature damage to being installed. There are three methods of
wheel bearings and seals, they must be doing this. The correct method will depend
“prelubed” any time the wheel equipment is
Lubrication When Hubs Have No Filler Holes (Preferred Method*)
(Follow procedure in numerical sequence.)
1. Fill axle with lube through axle housing cover filler hole.
2. Jack up left side of axle.
Maintain this position for
one minute to allow lube to
flow into wheel ends at
right side.
on the type of wheel equipment being used.
3. Jack up right side of
axle. Maintain this position
for one minute to allow
lube to flow into wheel
ends at left side.
4. With vehicle level again, add lube
through axle housing cover filler hole. The
axle should require two additional pints of
lube to bring level up to bottom of filler hole.
*The above procedure is the preferred method since it optimizes the lube supply to the
wheel end components and axle sump.
Alternate Method of Wheel End Lubrication
1. After the wheel hub seal has been installed,
charge the hub cavity with as much axle
lubricant as possible.
2. Prelube the bearings with clean axle
lubricant at installation.
NOTE: If the hub has no cavity to accept a assembly to prevent spilling lubricant on
precharge of axle lube, the bearings can be
Hubs Equipped with Lube Filler Holes
Pour a pint of standard axle lubricant into
the hub through the cavity filler hole
provided.
prepacked with a good quality grease instead
of axle lube. However, excess grease should
be removed.
CAUTION: Exercise caution when
mounting a precharged hub and drum
the brake linings.
13
Cleaning, Inspection, Replacement
“
As the drive axle is disassembled, set all parts aside for thorough
cleaning and inspection. Careful inspection will help determine whether
parts should be reused. In many cases, the causes of premature wear or
drive axle failure will also be revealed.
Cleaning
The differential carrier assembly may be steam-cleaned while mounted in
the housing as long as all openings are tightly plugged. Once removed
from its housing, do not steam clean differential carrier or any compo-
nents. Steam cleaning at this time could allow water to be trapped in
cored passages, leading to rust, lubricant contamination, and premature
component wear. The only proper way to clean the assembly is to dis-
assemble it completely. Other methods will not be effective except as
preparatory steps in the process. Wash steel parts with ground or polished
surfaces in solvent. There are many suitable commercial solvents avail-
able. Kerosene and diesel fuel are acceptable.
WARNING: GASOLINE IS NOT AN ACCEPTABLE SOLVENT BECAUSE
OF ITS EXTREME COMBUSTIBILITY. IT IS UNSAFE IN THE
WORKSHOP ENVIRONMENT.
Wash castings or other rough parts in solvent or clean in hot solution
tanks using mild alkali solutions. If a hot solution tank is used, make
sure parts are heated thoroughly, before rinsing.
Rinse thoroughly to remove all traces of the cleaning solution. Dry parts
immediately with clean rags.
Lightly oil parts if they are to be reused immediately. Otherwise, coat
with oil and wrap in corrosion-resistant paper. Store parts in a clean, dry
place.
Inspection
Inspect steel parts for notches, visible steps or grooves created by wear.
Look for pitting or cracking along gear contact lines. 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 (see
Adjustment Section for correct pattern).
Inspect machined surfaces of cast or malleable parts. They must be free
of 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 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.
Inspect machined surfaces for nicks and burrs.
14
Repair and Replacement
IMPORTANT: To achieve maximum value from an axle rebuild, replace
lower-cost parts, such as thrust washers, seals, etc. These items protect
the axle from premature wear or loss of lubricants. Replacing these
parts will not increase rebuild cost significantly.
It is also important to replace other parts which display signs of heavy
wear even though not cracked or broken. A significant portion of such a
part’s useful life has been expended and the damage caused, should the
part fail, is far in excess of its cost.
Steel Parts —
able. Worn or damaged parts should be discarded without hesitation.
Also discard mating parts in some cases. Gear sets for example,
must be replaced in sets.
Miscellaneous Parts
of these parts can be reused if damaged. Fasteners using self-locking
nylon “patches” may be reused if not damaged, but should be secured
by a few drops of Loctite #277 on the threaded surface of the hole during
installation and carefully torqued during installation.
Axle Housings
machined surfaces and the replacement of loose or broken studs.
CAUTION: ANY DAMAGE WHICH AFFECTS THE ALIGNMENT OR
STRUCTURAL INTEGRITY OF THE HOUSING REQUIRES HOUSING
REPLACEMENT. REPAIR BY WELDING OR STRAIGHTENING
SHOULD NOT BE ATTEMPTED. THIS PROCESS CAN AFFECT THE
HOUSING HEAT TREATMENT AND CAUSE IT TO FAIL COMPLETELY
WHEN UNDER LOAD.
Silicone Rubber Gasket Compound —
uses silicone rubber gasket compound to seal the majority of metal-tometal mating surfaces.
Spicer includes gasket compound and application instructions in many
repair parts kits.
It is recommended that this compound be used in place of conventional
gaskets. The compound will provide a more effective seal against lube
seepage and is easier to remove from mating surfaces when replacing
parts.
Gear sets, differential parts and bearings are not repair-
— Seals and washers are routinely replaced. None
— Repairs are limited to removal of nicks or burrs on
For more effective sealing, Spicer
Seals, Yoke & Slinger Service Information
During the 4th Quarter of 1990, Spicer began using new seals and yoke & slingers on the models in this
publication. The new seals and slingers are noticeably different from the current seals and will affect
interchangeability.
● The upgraded Seals can be used on axles originally equipped with the old seals.
● Spicer recommends the replacement of old yoke & slinger assemblies when the new seals are installed. The
old yokes and slingers will work with the new seals, but new yoke and slinger assemblies provide maximum
sealing protection and prevent premature seal wear due to poor yoke condition.
● New yoke and slinger assemblies cannot be used with the old seal design on the tandem forward axles.
● New yoke and slinger assemblies can be used with the old seal on the tandem rear pinions.
● Yoke Assembly & Oil Seal Kits contain oil seal, yoke & slinger and instructions.
● Most non-Spicer aftermarket seals will not be compatible with the new Spicer Yoke and Slinger assemblies.
● Sicer recommends the use of special installation tools conveniently packaged in a single kit (listed below).
•
Refer to Spicer parts Book AXIP-0087 and Spicer Bulletin 90-06 for additional information.
Seal Driver Installation Kit 212139
Includes:
•
126917 Driver (Rear Axle Pinion)
• 127787 Adapter (use with 126917 Driver for Forward Axle Input)
• 127786 Driver (Forward Axle Output)
15
Adjustments
WARNING: Never work u n-
der a vehicle supported by
Wheel Bearing Adjustment
only a jack. Always support
vehicle with stands. Block
the wheels and make sure
Wheel bearings should be adjusted at regular intervals
using the following procedure:
the vehicle will not roll before releasing the brakes
Wheel End Seal
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:
● The outer bearing and wheel.
● The inner bearing.
● The oil seal or grease retainer and discard.
● The old wear sleeve (2-piece design only) with a ball peen hammer and discard.
Caution: Do not cut through the old wear sleeve. Damage to the housing may result.
2. Inspect:
● The spindle journal and hub bore for scratches or burns. Recondition with emery cloth as required.
Note: Deep gouges can be repaired by filling gouge with hardened gasket and smoothing with emery cloth.
3. Clean
●
The hub cavity and bearing bores before reassembly. Be sure to remove contaminants from all recesses and corners.
● The bearings thoroughly with solvent and examine for damage. Replace damaged or worn bearings.
4. Before installation, lubricate with the same lubricant used in the axle sump.
● The inner bearing.
● The wheel seal following the directors provided by the seal supplier.
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 seaI failure.
Wheel Bearing Adjustment
1. Identify the wheel nut system being installed. Three systems are available:
● Three piece Dowel-type wheel nut system-fig.1
● Three piece Tang-type wheel nut system-Fig.2
● Four piece Tang/Dowel type wheel nut system-Fig.3
J
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-dowel-type wheel system is thinner than the lock washer for a three piece tang-
type wheel nut system and is not designed to bear against the inner nut.
16
2. inspect the indle and nut threads for corrosion and ean thoroughly or replace as required.
Note: Proper assembly and adjustment is not possible if the spindle or nut threads are corroded.
● Inspect the tang-type washer (if used). Replace the washer if the tangs are broken, cracked, or damaged.
3. 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.
●
Completely fill the hub cavity between the inner and outer bearing races with the same lubricant used in the axle sump.
4. Before installation, lubricate the outer bearing with the same lubricant used in the axle sump.
Note: Lubricate only with clean axle lubricant of the same type used in the axle sump. Do not pack the bearing with
grease before installation. Grease will prevent the proper circulation of axle lubricant and may cause wheel seal failure.
5. ● Install the outer bearing on the spindle.
● Install the inner nut on the spindle.
● Tighten the inner nut to 200 lbs. 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 property tightened.
6.
Back-off the inner nut one full turn. Rotate the wheel hub.
Re-tighten the inner nut to 50 lbs. ft. (68 N. M.) while rotating the wheel hub.
7.
Back-off the inner nut exactly 1/4 turn.
8.
Note:
This adjustment procedure allows the wheel to rotate freely with 0.001”-0.005” (0.025mm to 0.1 27mm) end-play.
9. Install the correct lock washer for the wheel nut system being used.
THREE PIECE TANG-TYPE LOCK WASHER SYSTEM (see Fig. 2).
*Install the Tang-type lock washer on the spindle.
IMPORTANT: Never tighten the inner nut for alignment. This can preload the bearing and cause premature failure.
*Install the outer nut on the spindle and tighten to 250 lbs. ft. (339 N.M.).
*Verify end-play (see End Play Verification Procedure)
*After verifying end play, secure wheel nuts by bending one of the locking
washer tangs over the outer wheel nut and another tang over the inner wheel
nut as shown in Figure 4. (below)
THREE PIECE DOWEL-TYPE LOCK WASHER SYSTEM (see Fig.1)
* 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.
IMPORTANT: Never tighten the inner nut for alignment. This can preload the bearing and cause premature failure.
*Install the outer nut on the spindle and tighten to 350 lbs. ft. (475 N.M.).
*Verify end-play (see End Play Verification Procedure)
17
FOUR PIECE TANG/DOWEL-TYPE LOCK WASHER SYSTEM (see Fig. 3)
* First, 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 in-
ner nut just enough for alignment.
IMPORTANT:
Never tighten the inner nut for alignment. This can preload the bearing and cause premature failure.
* Install the Tang-type lock washer on the spindle.
* Install the outer nut on the spindle and tighten to 250
lbs. ft. (339 N m.)
* Verify end-play (see End Play Verification Procedure)
* After verifying end play, secure the outer nut by bending two opposing (180ç apart) tangs of the locking washer
over the outer nut as shown in Figure 5 (below).
10. Install
* New gasket at axle shaft flange.
* axle shaft.
* Axle flange nuts and tighten to specified torque.
11. Lubricate axle wheel ends (see Wheel End Lubrication Procedure)
End Play Verification Procedure
Verify that end-play meets specification using a dial indicator. An indicator with 0.001" (0.03 mm) resolution is required. Wheel end play is the
free movement of the tire and wheel assembly along the spindle axis.
a. Attach a dial indicator with its magnetic base to the hub or brake drum as shown below:
I
With indicator mounted at bottom,
Push/Pull at sides of drum
End Play Adjustment
with Wheel hub
Fig. 4 End Play Measurement
b. 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.
c. 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 end play as the total indicator movement.
* CAUTION: If end play is not within specification, readjustment is required.
End Play Re-adjustment Procedure
Excessive End Play -
If end play is greater than .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 torque the outer nut. Verify end play with a dial indicator.
Insufficient End Play - If end play 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 end play with a dial indicator.
Fine Tuning the End Play -
If, after performing the readjustment procedures, end play is still not within the .001"-.005"
(.025 mm to.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 end play with a dial indicator.
18
Differential Carrier
I
Adjustments help provide optimum axle life and performance by correctly
positioning bearings and gears under load.
The tandem axles covered in this manual require the following adjustments:
Bearing Preload:
performed for both pinion and differ-
ential bearings. It maintains proper
gear alignment by creating correct
bearing cone and cup relationship for
free rotation under load. The pinion
pilot bearing does not require
load adjustment.
Adjust Input Shaft End Play
Specifications: Input shaft end play requirements will vary with operat-
ing conditions, mileage and rebuild procedures. These variations are
shown in the following chart.
This adjustment is
a pre-
Ring Gear Tooth Contact: This adjust-
ent positions ring gear and pinion
for best contact under load. Correct in the inter-axle differential. Proper
adjustment distributes torque evenly adjustment helps maximize life of all
over gear
gear set life.
teeth and helps maximize
Input Shaft End Play (Forward Axles):
This adjustment controls gear mesh
power divider parts.
Input
New or Rebuild with new parts
0.003" to 0.007"
Shaft End Play Chart
NOTE: Because of manufacturing
variations in individual parts,
correctly adjusted end play could
Rebuild with reused parts
0.013" to 0.017"
vary 0.010", after the unit is
rotated.
Acceptable End Play Tolerances when measuring as
a regular maintenance procedure with axle in truck.
Up to 0.060" with over 100,000
miles or 1 year service off-road.
NOTE: If end play exceeds limits,
disassemble power divider and
replace worn parts.
Up to 0.040" with less than 100,000
miles or 1 year service on-road.
Measure and Adjust End Play
IMPORTANT:
Button between the input and output shafts. End play tolerances are the
same for axles with or without this Spring and Button. However, end play
measurement procedure is different than-described below. Refer to Service
Bulletin Supplement at back of this manual for procedure variances.
1. With power divider assembled to differential carrier, measure end
pay with dial indicator positioned at yoke end of input shaft. Move
input shaft axially and measure end play. If end play is not correct (see
chart), adjust as follows.
2. Remove input shaft nut, flat washer and yoke. Remove bearing cover
cap screws and lockwashers. Remove cover and shim pack.
3. To increase end play, add shims:
desired end play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.003" to 0.007"
pleasured endplay (Step)....... . . . . . . . . . . . . . . . . 0.001" - 0.001"
Add shims to provide desired end play . . . . . . . . . . . . . 0.002" to 0.006"
4. To decrease end play, remove shims:
Measured endplay (Step 1l) . . . . . . . . . . . . . . . . . . . . . . . 0.015" - 0.015"
desired end play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.003" to 0.007"
Remove shims to provide desired end play . . . . . . . . . 0.012" to 0.008"
5. To reassemble input shaft, install the adjusted shim pack and bearing cover. Install cap screws and lockwashers. Torque screws to 75-85
ft-lbs. (101-115 N.m).
NOTE: If difficulty is experienced in achieving correct torque on the
input yoke nut, torque the nut with truck on the ground and axle shafts
installed.
In September 1988, Spicer added a Spring and a Thrust
6. Install yoke, flat washer and nut.
Tighten nut snugly. Tap end of
input shaft lightly to seat bearings.
7. Measure input shaft end play
with dial indicator. If end play is
still incorrect, repeat Steps 2
through 6.
8. With end play correct, seal shim
pack to prevent lube Ieakage, then
torque input shaft nut and cover
cap screws (see chart).
NOTE: When power divider has
been disassembled and reassembled, it may be desirable to adjust
end play by measuring bearing
cover clearance and calculating
shim pack size. For procedures,
see page 42.
Torque Chart
Input
Shaft Nut Ft-lbs.
1-5/8-18 780-960
*M42
X 1.5 840-1020
Bearing Cover
Cap Screw
1/2-13 75-85
(Grade 5)
*Metric Nut used on Axles produced after 7/1 /95
N´m
1057-1301
1140-1383
101-115
19
Adjustments
Pinion Bearing Preload
Most late model axles are provided with a “press-fit” outer bearing on
the drive pinion. Some of the early model axles use an outer bearing
which slips over the drive pinion. Procedures for adjusting both types
of pinion bearing design are contained in this section.
Adjust Pinion Bearing Preload for Axles with
.
“Press-fit” Outer Pinion Bearings
Trial Build-up
1. Assemble pinion bearing cage,
bearings and spacer (without drive
pinion or oil seal). Center bearing
spacer between two bearing cones.
NOTE: When new gear set or
pinion bearings are used, select
nominal size spacer from the speci-
fication chart below. If original
parts are used, use spacer removed
during disassembly.
2. With the bearings well lubri-
cated, place the assembly in the
press. Position sleeve so that load
is applied directly to the back-face
of the outer bearing cone.
3. Apply press load (see chart
below) to the assembly and check
rolling torque. Wrap soft wire
around the bearing cage, attach
spring scale and pull. Preload is
correct when torque required to
rotate the pinion bearing cage is
from 10-20 inch-pounds. This
specification is translated into
spring scale readings in the chart
below.
4. If necessary, Adjust Pinion
Bearing Preload by changing the
pinion bearing spacer. A thicker
spacer will decrease preload. A
thinner spacer will increase
preload.
IMPORTANT: Once correct bear-
ing preload has been established,
note the spacer size used. Select a
spacer 0.001” larger for use in the
final pinion bearing cage assembly.
The larger spacer compensates
for slight “growth” in the bear-
ings which occurs when they are
pressed on the pinion shank. The
trial build-up will result in proper
pinion bearing preload in three
of four cases.
IMPORTANT: Do not assume that
all assemblies will retain proper
preload once bearings are pressed
on pinion shank. FINAL PRELOAD
TEST MUST BE MADE IN EVERY
CASE.
I
Assemble these Parts for
Trial Build-up.
INNER INNER
BEARING BEARING SPACER
CONE
Axle Models
Forward Axles
D340, 380(P),
400-P
D341, 381(P),
401-P, 402(P),
451-P
Rear Axles
(ail models)
CUP
Specifications for Pinion Bearing
Trial Build-up Preload Test
(“Press-fit” Outer Pinion Bearings)
Nominal Bearing
Spacer Thickness
in.
0.638
0.496
0.638
BEARING
(vARIABLE)
mm
16.21
12.60
16.21
13.5-15.5
Press Loads
Tons
17-19
14-15
OUTER
BEARING
CUP
Metric Tons
12.2-14.0
15.4-17.2
12.7-13.6
OUTER
BEARING
CONE
Spring
Scale Reading
(without
pinion seal)
(for 10-20
in-lbs. torque)
(1.1-2.3 N•m)
lbs. kgs.
3-7 1.4-3.2
3-7 1.4-3.2
4-8 1.8-3.6
20
Final Pinion Bearing Preload Test
1. Assemble the complete pinion bearing cage unit as recommended
in the assembly section of this manual.
NOTE:
disassembly during bearing adjustment procedure, use a dummy yoke
if available) in place of helical gear.
2. Apply clamp load to the pinion bearing cage assembly. Either install
.
the yoke (or helical gear) and torque the pinion nut to specifications or
use a press to simulate nut torque (see chart below).
Vise Method
vise, clamping yoke firmly.
Press Method
load is applied directly to the back-face of the outer bearing cone.
.
3. Measure Pinion Bearing Preload -
assembly rolling torque. To use the spring scale, wrap soft wire around
the bearing cage, attach the scale and pull. Preload is correct when
torque required to rotate the pinion bearing cage is from 15 to 35 inch
pounds. This specification is translated into spring scale readings in the
chart below.
4. Adjust Pinion Bearing Preload -
preload. Disassemble the pinion bearing cage as recommended in this
manual and change the pinion bearing spacer. A thicker spacer will
decrease preload. A thinner spacer will increase preload.
IMPORTANT:
grind spacers. These practices can lead to loss of bearing preload and
gear or bearing failure.
Forward axle pinion is equipped with helical gear. For easier
-
If the yoke and nut are used, mount the assembly in a
- If a press is used, position a sleeve or spacer so that
Use a spring scale to test the
If necessary, adjust pinion bearing
Use the correctly sized spacer. Do not use shim stock or
Specifications for Final Pinion
Bearing Preload Test
("Press-fit" Outer Pinion Bearing)
Nut Torque
Axle Models
Forward Axles
D340, 380(P),
400-P
D341, 381(P),
401-P, 402(P),
451 -P
Rear Axles
(all models)
*Torque nut to 840 ft-lbs. (1139 N´m), then continue tightening nut to align nut slot to nearest hole in pinion shank.
Ft-lbs.
SELF-LOCKING N UT
560-700
SELF-LOCKING NUT
780-960
SLOTTED NUT & ROLL PIN
840*
METRIC NUT (After 7-1-95)
840-1020
560-700
METRIC NUT (After 7-1-95)
575-703
N.m
759-949
1057-1301 17-19
1139* 17-19
1140-1383
759-949
774-955
Press Loads
Tons
13.5-15.5 12.2-14.0
17-19
14-15
Metric Tons
15.4-17.2
15.4-17.2
15.4-17.2
12.7-13.6
Spring Scale Reading
(without pinion seal)
(for 15-35 in-lbs. torque)
lbs.
5-12
5-12
5-12
6-14 2.7-6.4
(1.7-4 N.m)
kgs.
2.3-5.4
2.3-5.4
2.3-5.4
21
Adjustments
Adjust Pinion Bearing Preload for Axles with
ñSlip-fitî Outer Pinion Bearings
1. Lubricate bearings and assemble the drive pinion, bearings, and
pinion bearing cage as recommended in the assembly section of this
manual. Use the pinion bearing spacer removed from the axle during
disassembly. If the original spacer cannot be used, install the nominal
spacer recommended in the adjacent chart.
NOTE: Forward axle pinion is equipped with helical gear. For easier
disassembly during bearing adjustment procedure, use a dummy yoke
(if available) in place of helical gear.
2. Apply clamp load to the pinion bearings. Install the yoke (or helical
gear) and torque the nut to specification or use a press to simulate nut
torque by applying pressure to the assembly (see chart below).
Vise Method -
in a vise, clamping yoke firmly.
Press Method -
load is applied directly to the back-face of outer pinion bearing.
3. Measure Pinion Bearing Preload - Use a spring scale to test the
assembly rolling torque. To use the spring scale, wrap a soft wire around
the bearing cage, attach the scale and pull. Preload is correct when
torque required to rotate the pinion bearing cage is from 15 to 35 inch
pounds. This specification is translated into spring scale readings in the
chart below.
4. Adjust Pinion Bearing Preload -
preload. Disassemble the pinion bearing cage as recommended in this
manual and change the pinion bearing spacer. A thicker spacer will
decrease preload. A thinner spacer will increase preload.
IMPORTANT: Use the correctly sized spacer. Do not use shim stock or
grind spacers. These practices can lead to loss of bearing preload and
gear or bearing failure.
If the yoke and nut are used, mount the assembly
If a press is used, position a sleeve or spacer so that
If necessary, adjust pinion bearing
Nominal Pinion
Bearing Spacers
Spacer Thickness
Axle Model
Forward Axles
D340, 380(P), 400-P
D341, 381(P), 401-P,
402(P), 451-P
Rear Axles
(all models)
Measuring Bearing Preload with
Pinion in Vise.
in. mm
0.638 16.205
0.492 12.497
0.638 16.205
Measuring Bearing Preload with
Pinion in Press.
Spring Scale Reading
(without pinion seal)
(for 15-35 in-lbs. torque)
lbs.
5-12
5-12
5-12
Axle Models
Forward Axles
D340, 380(P),
400-P
D341, 381 (P),
401-P, 402(P),
451-P
Specifications for Final Pinion
Bearing Preload Test
("Press-fit" Outer Pinion Bearing)
Nut Torque
Ft-lbs. N.m
Tons Metric Tons
SELF-LOCKING NUT
I
560-700
759-949 13.5-15.5 12.2-14.0
SELF-LOCKING NUT
780-960
1057-1301
17-19
SLOTTED NUT & ROLL PIN
840*
11 39*
17-19
Press Loads
15.4-17.2
15.4-17.2
METRIC NUT (After 7-1-95)
840-1020
1140-1383
17-19
15.4-17.2
Rear Axles
(all models)
560-700
759-949
14-15
12.7-13.6
6-14
METRIC NUT (After 7-1-95)
575-703
*Torque nut to 840 ft-lbs. (1.139 N´m), then continue tightening nut to align nut slot to nearest hole in pinion shank.
774-955
(1.7-4 N.m)
kgs.
2.3-5.4
2.3-5.4
2.3-5.4
2.7-6.4
22
Differential Bearing Preload and Ring Gear
Backlash Adjustment
Correct differential bearing preload insures proper location of these
bearings under load and helps position the ring gear for proper gear
tooth contact.
(Follow procedures in numerical sequence.)
Adjust Diff. Bearing Preload
1. Lubricate differential bearings.
IMPORTANT: When installing
bearing caps and adjuster, exert
care not to cross threads.
2. Install adjusters and bearing
caps. Tighten bearing cap screws
finger-tight. If this is difficult,
use a hand wrench.
4. Tighten the bearing adjuster
on the back-face side of the ring
gear until there is no backlash.
This can be tested by facing the
ring gear teeth and pushing the
gear away from the body while
gently rocking the gear from side
to side. There should be no free
movement.
Rotate the ring gear and check
for any point where the gear may
bind. If such a point exists,
loosen and retighten the back
side adjuster. Make all further
adjustments from the point of
tightest mesh.
NOTE: Ring gear position for rear
axle is illustrated.
6. Measure backlash with a dial indicator.
USED GEARING
NEW GEARING
If backlash is incorrect, proceed as described below to readjust.
— Reset to backlash recorded before disassembly.
— Backlash should be between 0.006” and 0.016”.
3. Loosen the bearing adjuster
on the same side as the ring gear
teeth until its first thread is
visible.
5. At teeth side of ring gear,
tighten adjuster until it contacts
the bearing cup. Continue tighten-
ing adjuster two or three notches
and this will preload bearings and
provide backlash.
/
/
Adjust Ring Gear Backlash
To
add
adjuster on the teeth side of the ring
gear several notches. Loosen the
opposite adjuster one notch.
Return to adjuster on teeth side of
the ring gear and tighten adjuster
until it contacts the bearing cup.
Continue tightening the same adjuster 2 or 3 notches. Recheck
backlash.
backlash: Loosen the
To
remove
adjuster on the teeth side of the ring
gear several notches. Tighten the
opposite adjuster one notch.
Return to adjuster on teeth side of
ring gear and tighten adjuster until it
contacts the bearing cup. Continue
tightening the same adjuster 2 or 3
notches. Recheck backlash.
backlash: Loosen the
Moving adjuster one notch is the
movement of the lead edge of one
adjuster lug to the lead edge of the
next lug past a preselected point.
23
Adjustments
R ing Gear and Pinion Tooth Contact
NOTE: Rear axle gearing is shown in the following instructions. Correct
tooth contact patterns and adjustments are the same for
rear axles.
Check Tooth Contact Pattern (NEW GEAR)
Paint twelve ring gear teeth with marking compound
and roll the gear to obtain a contact pattern. The correct
pattern is well-centered on the ring gear tooth with
lengthwise contact clear of the to the Iength of the
pattern in an unloaded condition is approximately onehalf to two-thirds of the ring gear tooth in most models
and ratios.
forward and
RING GEAR TOOTH NOMENCLATURE
Check Tooth Contact Pattern (USED GEAR)
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 toward
of the gear tooth which tails into a contact line
along the root of 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 clear of 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.
CORRECT PATTERN (NEW GEARING)
CORRECT PATTERN (USED GEARING)
●
Pocket may be
extended.
●
Pattern along
face width
could be longer.
the
24