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

Price $3.50

Axle and Carrier Assembly Model Identification

Spicer Axle

Spicer

Spicer Axle

Spicer

Axle Specification Number

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).

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.

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

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.

Spicer Tandem Drive Axles

Differential Carrier Assembly Forward Axle

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.

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

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

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

Maximum Change

Interval

Yearly

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)

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.

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.

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)

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

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.

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.

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.

Back-off the inner nut exactly 1/4 turn.

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)

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:

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.

Differential Carrier

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

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.

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)

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

4-8 1.8-3.6

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

12.7-13.6

Spring Scale Reading

(without pinion seal)

(for 15-35 in-lbs. torque)

lbs.

5-12

6-14 2.7-6.4

(1.7-4 N.m)

kgs.

2.3-5.4

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

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

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

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

2.7-6.4

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

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

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.

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

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