kit installation instructions t - yukon gear
TRANSCRIPT
Kit Installation InstructionsPLEASE READ COMPLETELY BEFORE INSTALLATION
This installation guide was written to provide the novice and professional with easyguidelines for differential setup. Over the years we have gathered information fromGleason gear design manuals, Dana Spicer instruction manuals, technical bulletins
and General Motors repair manuals. We have personally experienced good results usingthe techniques in these instructions while setting up over forty thousand differentials.
Ring and pinion gears are designed to be set-up and run with exact tolerances. Replacingall parts every time a differential is worked on is not only unnecessary, but is ridiculous.However, any gear misalignment or deflection under load caused by worn or questionableparts, can lead to early failure that can cost a lot more than the price of replacing them thefirst time. Use your best judgment and remember that fixing your differential again, if itfails, will take as much time and money as it did the first time.
We highly recommend Timken bearings and have used them for as long as we canremember. We believe Timken bearings have held up best in all of the differentials we haveassembled or disassembled. We also recommend using only new or good used parts. Newparts are usually worth installing and save a lot of time and money that can be list by usingworn or questionable parts that lead to early failure.
We hope that these instructions are helpful and you will get years of use from your differential.
Thank you Robert Hunt and Gregg Lloyd for your expert input and advice.
From all of us at Yukon Gear & Axle
© Copyright 2014 Yukon Gear & Axle
© Yukon Gear & Axle
Kit Installation Manual 3
1. Set-Up Specifications . . . . . . . . . . . . . . . . . . . . . . . . 21. Tool List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42. Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Order of Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Selecting Shims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Preparing Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Seal Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Assembly Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Pinion Trial Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Initial Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Adjusting Initial Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Checking the Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Important Pattern Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Used Gear Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Adjusting Pinion Depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Pinion Bearing Preload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Crush Sleeve Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10Preload Shim Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10Final Backlash and Carrier Bearing Preload Adjustments . . . . . . . 11Screw Adjuster Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11Outside Shim Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Inside Shim Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4. Final Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
5. Tooth Nomenclature . . . . . . . . . . . . . . . . . . . . . . . . 136. Acceptable Patterns . . . . . . . . . . . . . . . . . . . . . . . . 147. Pinion Is Too Close . . . . . . . . . . . . . . . . . . . . . . . . 158. Pinion Is Too Far Away . . . . . . . . . . . . . . . . . . . . . . 169. Instructions Summary . . . . . . . . . . . . . . . . . . . . 17-18
Checking Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17Obtaining Proper Gear Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17Pattern Movements Summarized . . . . . . . . . . . . . . . . . . . . . . . . . . 18
10. Break-In Information . . . . . . . . . . . . . . . . . . . . . . . 1812. Warranty Information . . . . . . . . . . . . . . . . . . . . 19-20
TABLE OF CONTENTS
Set U
p Sp
ecifi
cati
ons
PIN
ION
BEA
RIN
GPR
ELO
AD
5 C
ut
2 C
ut
R.G
. BO
LTC
AP
OEM
NEW
U
SED
B/L
B/L
TO
RQ
UE
DIF
FER
ENTI
AL
MO
DEL
SHIM
DEP
TH*
(INC
H L
BS)
(0.0
00”)
(0.0
00”)
(F
OO
T LB
S)G
ENER
AL
MO
TORS
Old
s/Po
nt
D/O
14-1
96-
76-
1055
70‘6
3-’7
9 C
orv
ett
e.0
3014
-19
6-8
6-10
5560
D36
Co
rve
tte
.045
12-1
56-
86-
1055
55D
44 C
orv
ett
e.0
3014
-19
6-9
6-10
5555
55P
& 5
5T.0
2614
-18
6-8
6-10
5560
7.2"
.030
11-1
46-
76-
1055
607.
5" &
7.6
" .0
3512
-15
6-7
6-10
3-6
6560
7.6"
IRS
(195
mm
)12
-15
6-7
3-6
6560
7.75
".0
2512
-15
6-7
6-10
6560
8.2"
.030
12-1
56-
76-
1055
608.
0"12
-15
6-7
3-6
6560
8.2"
Old
s/Po
nt
.030
12-1
56-
76-
1055
608.
25" I
FS.0
3714
-19
6-8
6-10
6555
8.5"
& 8
.6"
.037
14-1
96-
86-
103-
665
608.
6 IR
S (2
18m
m)
14-1
96-
83-
665
609.
25" I
FS.0
3215
-22
7-9
5-7
103
639.
5".0
3015
-22
7-9
6-10
7580
10.5
" AA
M (
W/O
ut
Pin
Su
pp
ort
).0
5515
-25
8-11
6-10
5-7
175
120
11.5
" AA
M.0
5520
-30
8-11
6-10
5-7
175
200
12 B
olt
Pass
.030
14-1
96-
86-
1055
6012
Bo
lt Tr
uc
k.0
3013
-15
6-7
6-10
5560
14T
10.5
"(W
ith P
in S
up
po
rt)
.017
20-3
58-
116-
1012
013
5H
O72
(10
" R/G
).0
30PR
ESET
6-10
120
175
CH
RYSL
ER7-
1/4"
.025
12-1
46-
76-
1055
50C
200
13-1
76-
95-
975
100
8" (
C20
5).0
3412
-15
6-9
6-10
4-8
6575
8.25
" (C
213)
.030
12-1
56-
86-
104-
855
608.
75" ‘
41.0
9013
-15
6-8
6-10
5590
8.75
" ‘42
.090
15-2
57-
106-
1055
908.
75" ‘
89.0
3014
-19
6-9
6-10
5590
9.25
" Re
ar
.032
14-1
96-
96-
105-
965
759.
25" Z
F (C
235)
.065
17-2
27-
105-
916
510
09.
25" A
AM
Fro
nt
.035
15-2
510
-20
5-7
103
6310
.5" A
AM
.0
5515
-25
8-11
6-10
5-7
175
120
11.5
" AA
M.0
5520
-30
8-11
6-10
5-7
175
200
AM
C Mo
de
l 20
.095
14-1
96-
86-
1065
65M
od
el 3
5.0
4512
-14
6-7
6-10
5555
PIN
ION
BEA
RIN
GPR
ELO
AD
5 C
ut
2 C
ut
R.G
. BO
LTC
AP
OEM
NEW
U
SED
B/L
B/L
TO
RQ
UE
DIF
FER
ENTI
AL
MO
DEL
SHIM
DEP
TH*
(INC
H L
BS)
(0.0
00”)
(0.0
00”)
(FO
OT
LBS)
DA
NA
D25
12-1
56-
76-
1055
50D
2712
-15
6-7
6-10
5550
D28
.050
10-1
35-
66-
1055
50D
30.0
6512
-15
6-8
6-10
5560
D30
JK
.065
12-1
56-
86-
1080
60D
44.0
4214
-19
6-9
6-10
5560
D44
JK
.042
22-3
512
-15
6-10
135
80D
50.0
5514
-19
6-9
6-10
6560
D60
, 61
& 7
0U.0
5217
-30
8-10
6-10
110
80D
70.0
6122
-35
12-1
56-
1011
080
D80
.060
25-4
09-
114-
1017
590
S110
, S11
1, S
130,
S13
220
-40
8-12
9-16
150
140
S135
10-4
08-
129-
1212
012
5FO
RD 7.5"
.025
14-1
96-
811
-16
6060
8.0"
Dro
po
ut
.020
6-7
12-1
410
-15
6060
8.0"
IRS
14-1
98-
106-
1080
808.
8"
.026
14-1
96-
86-
1011
-16
6060
9.0"
OEM
R&
P.0
2213
-15
6-7
10-1
660
609.
0" N
ON
OEM
.022
13-1
56-
76-
1060
609.
0" D
ayt
on
a.0
2214
-16
6-8
6-10
6060
9-3/
8".0
2214
-16
6-8
10-1
570
609.
75"
.027
15-1
96-
86-
108-
1275
7010
.25"
& 1
0.5"
.025
20-3
56-
86-
108-
1295
80TO
YO
TA7.
5" F
. or R
..0
9512
-15
5-6
6-10
7070
8" F
. or R
..0
7412
-15
5-6
6-10
7070
8" C
lam
she
ll Fr
on
t.0
709-
145-
64-
870
709.
5" L
an
dc
ruise
r.0
208-
115-
66-
878
-89
809.
5" T
un
dra
9-15
7-12
4-8
100
7510
.5"
16-2
815
-19
4-8
145
150
Tru
ck
V6
R.
.067
14-1
75-
66-
1070
70T1
00 &
Ta
co
ma
.085
14-1
75-
66-
1070
70SU
ZUK
ISa
mu
rai
.055
12-1
55-
66-
1070
70(S
am
ura
i 5.3
8 R
&P
req
uire
s sp
ec
ial d
ep
th s
ett
ing
)
No
te: S
et
up
sp
ec
ific
atio
ns
are
rec
om
me
nd
ed
on
ly. P
lea
se c
all
with
qu
est
ion
s.*S
ug
ge
ste
d s
tart
ing
po
ints
Not
e: S
et u
p sp
ecifi
catio
ns a
re re
com
men
ded
only.
Ple
ase
call
with
que
stio
ns.*S
ugge
sted
sta
rting
poi
nts
or **
: M
ultip
le o
ptio
ns, T
orqu
e by
bol
t siz
e
(1)
3/8
” bol
ts
55
Ft. L
bs.
(2)
7/1
6” b
olts
75
Ft. L
bs.
(3)
1/2
“ bol
ts
135
Ft.
Lbs.
(*)
Dep
th b
ased
on
OE
Ran
ge
PIN
ION
BEA
RIN
G5
Cut
2 C
utR
.G. B
OLT
CAP
OEM
NEW
U
SED
B/L
B/L
TOR
QU
ED
IFFE
REN
TIAL
MO
DEL
SHIM
DEP
TH*
(INC
H L
BS)
(0.0
00”)
(0.0
00”)
(FO
OT
LBS)
GEN
ERAL
MO
TOR
S®
Old
s/Po
nt D
/O14
-19
6-7
6-10
5570
‘63-
’79
Cor
vette
0.03
014
-19
6-8
6-10
5560
D36
Cor
vette
0.04
512
-15
6-8
6-10
5555
D44
Cor
vette
0.03
014
-19
6-9
6-10
5555
55P
& 55
T0.
026
14-1
86-
86-
1055
607.
2"0.
030
11-1
46-
76-
1055
607.
5" &
7.6
" 0.
035
12-1
56-
76-
103-
665
607.
6" IR
S (1
95m
m)
12-1
56-
73-
665
607.
75"
0.02
512
-15
6-7
6-10
6560
8.2"
0.03
012
-15
6-7
6-10
5560
8.0"
0.03
712
-15
6-7
3-6
6560
8.2"
Old
s/Po
nt0.
030
12-1
56-
76-
1055
608.
25" I
FS0.
037
14-1
96-
86-
1065
558.
5" &
8.6
" 0.
037
14-1
96-
86-
103-
665
608.
6 IR
S (2
18m
m)
14-1
96-
83-
665
609.
25" I
FS0.
032
15-2
27-
95-
710
363
9.5"
0.03
015
-22
7-9
6-10
7580
10.
5" A
AM (W
/Out
Pin
Sup
port)
0.05
515
-25
8-11
6-10
5-7
175
120
11.5
" AAM
0.05
520
-30
8-11
6-10
5-7
175
200
12 B
olt P
ass
0.03
014
-19
6-8
6-10
5560
12 B
olt T
ruck
0.03
013
-15
6-7
6-10
5560
14T
10.5
"(With
Pin
Sup
port)
0.01
720
-35
8-11
6-10
120
135
CH
RYSL
ER®
7-1/
4"0.
025
12-1
46-
76-
1055
50C
200
0.21
212
-15
6-8
5-9
9060
8" (C
205)
0.03
412
-15
6-9
6-10
4-8
6575
8.25
" (C
213)
0.03
012
-15
6-8
6-10
4-8
5560
8.75
" ‘41
0.09
013
-15
6-8
6-10
5590
8.75
" ‘42
0.09
015
-25
7-10
6-10
5590
8.75
" ‘89
0.03
014
-19
6-9
6-10
5590
9.25
" Rea
r0.
032
14-1
96-
96-
105-
965
759.
25" Z
F (C
235)
0.06
517
-22
7-10
5-9
165
100
9.25
" AAM
Fro
nt0.
035
15-2
510
-20
5-7
103
6310
.5" A
AM0.
055
15-2
58-
116-
105-
717
512
011
.5" A
AM0.
055
20-3
08-
116-
105-
717
520
0AM
C® Mod
el 2
00.
095
14-1
96-
86-
1065
65M
odel
35
0.04
512
-14
6-7
6-10
5555
PIN
ION
BEA
RIN
GPR
ELO
AD5
Cut
2 C
utR
.G. B
OLT
CAP
OEM
NEW
U
SED
B/L
B/L
TOR
QU
ED
IFFE
REN
TIAL
MO
DEL
SHIM
DEP
TH*
(INC
H L
BS)
(0.0
00”)
(0.0
00”)
(FO
OT
LBS)
SPIC
ER®
D28
0.05
010
-13
5-6
11-1
655
50D
300.
065
12-1
56-
810
-15
(1) o
r (2)
**60
D30
JK
0.06
512
-15
6-8
6-10
(1) o
r (2)
**60
D30
JL
0.05
015
-20
8-12
6-10
5-8
7070
D35
JL
Rea
r0.
045
12-1
96-
106-
10 4
-713
550
D44
0.04
214
-19
6-10
6-10
(1) o
r (2)
**60
D44
(WK
& XK
)0.
042
15-2
08-
126-
10 6
-812
580
D44
JK
Fron
t0.
042
20-3
012
-15
6-10
(2) o
r (3)
**80
D44
JK
Rea
r0.
042
20-3
012
-15
6-10
(2) o
r (3)
**80
D44
HD
0.04
215
-20
8-12
6-10
6-8
125
80D
44 J
L Fr
ont
0.04
514
-26
8-12
6-10
4-7
135
70D
44 J
L R
ear
0.04
512
-19
6-10
6-10
4-7
135
70D
500.
055
14-1
96-
96-
10(2
) or (
3) **
60D
60, 6
1 &
70U
0.05
217
-30
8-10
6-10
110
80D
60SR
0.0
50*
16-3
08-
126-
10 5
-811
080
D70
0.06
122
-35
12-1
56-
1011
080
D80
0.06
025
-40
9-11
4-10
175
90
S1
10, S
111,
S13
0, S
132
20-4
08-
129-
1615
014
0S1
3510
-40
8-12
9-12
120
125
FOR
D®
7.5"
0.02
514
-19
6-8
11-1
660
608.
0" D
ropo
ut0.
020
12-1
46-
710
-15
6060
8.8"
0.
026
14-1
96-
86-
1011
-16
6060
9.0"
OEM
R&P
0.02
213
-15
6-7
10-1
660
609.
0" N
ON
OEM
0.02
213
-15
6-7
6-10
6060
9.0"
Day
tona
0.02
214
-16
6-8
6-10
6060
9.75
"0.
027
15-1
96-
86-
108-
1275
7010
.25"
& 1
0.5"
0.02
520
-35
6-8
6-10
8-12
9580
M27
5 0
.050
*20
-30
8-12
6-10
5-
8M
300
0.0
50*
20-3
08-
126-
10
5-8
TOYO
TA®
7.5"
F. o
r R.
0.09
512
-15
5-6
6-10
7070
8" F
. or R
.0.
074
12-1
55-
66-
1070
708"
Cla
msh
ell F
ront
0.07
09-
145-
64-
870
709"
Rev
erse
0.08
020
-30
8-12
6-10
100
9.5"
Lan
dcru
iser
0.02
08-
115-
66-
878
-89
809.
5" T
undr
a0.
048
9-15
7-12
4-8
100
75 1
0.5"
0.04
816
-28
15-1
94-
814
515
0Tr
uck
V6 R
.0.
067
14-1
75-
66-
1070
70T1
00 &
Tac
oma
0.08
514
-17
5-6
6-10
7070
NIS
SAN
®
M20
50.
060
15-2
08-
126-
105-
810
040
M22
60.
042
15-2
58-
126-
1010
0SU
ZUKI
®
Sam
urai
0.05
512
-15
5-6
6-10
7070
(Sam
urai
5.3
8 R&
P re
quire
s spe
cial
dep
th se
ttin
g)
Kit Installation Manual 3
1. Set-Up Specifications . . . . . . . . . . . . . . . . . . . . . . . . 21. Tool List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42. Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Order of Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Selecting Shims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Preparing Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Seal Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Assembly Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Pinion Trial Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Initial Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Adjusting Initial Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Checking the Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Important Pattern Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Used Gear Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Adjusting Pinion Depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Pinion Bearing Preload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Crush Sleeve Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10Preload Shim Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10Final Backlash and Carrier Bearing Preload Adjustments . . . . . . . 11Screw Adjuster Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11Outside Shim Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Inside Shim Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4. Final Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
5. Tooth Nomenclature . . . . . . . . . . . . . . . . . . . . . . . . 136. Acceptable Patterns . . . . . . . . . . . . . . . . . . . . . . . . 147. Pinion Is Too Close . . . . . . . . . . . . . . . . . . . . . . . . 158. Pinion Is Too Far Away . . . . . . . . . . . . . . . . . . . . . . 169. Instructions Summary . . . . . . . . . . . . . . . . . . . . 17-18
Checking Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17Obtaining Proper Gear Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17Pattern Movements Summarized . . . . . . . . . . . . . . . . . . . . . . . . . . 18
10. Break-In Information . . . . . . . . . . . . . . . . . . . . . . . 1812. Warranty Information . . . . . . . . . . . . . . . . . . . . 19-20
TABLE OF CONTENTSSe
t Up
Spec
ifica
tion
sPI
NIO
N B
EAR
ING
PREL
OA
D5
Cu
t2
Cu
tR
.G. B
OLT
CA
P
OEM
NEW
U
SED
B/L
B/L
TO
RQ
UE
DIF
FER
ENTI
AL
MO
DEL
SHIM
DEP
TH*
(INC
H L
BS)
(0.0
00”)
(0.0
00”)
(F
OO
T LB
S)G
ENER
AL
MO
TORS
Old
s/Po
nt
D/O
14-1
96-
76-
1055
70‘6
3-’7
9 C
orv
ett
e.0
3014
-19
6-8
6-10
5560
D36
Co
rve
tte
.045
12-1
56-
86-
1055
55D
44 C
orv
ett
e.0
3014
-19
6-9
6-10
5555
55P
& 5
5T.0
2614
-18
6-8
6-10
5560
7.2"
.030
11-1
46-
76-
1055
607.
5" &
7.6
" .0
3512
-15
6-7
6-10
3-6
6560
7.6"
IRS
(195
mm
)12
-15
6-7
3-6
6560
7.75
".0
2512
-15
6-7
6-10
6560
8.2"
.030
12-1
56-
76-
1055
608.
0"12
-15
6-7
3-6
6560
8.2"
Old
s/Po
nt
.030
12-1
56-
76-
1055
608.
25" I
FS.0
3714
-19
6-8
6-10
6555
8.5"
& 8
.6"
.037
14-1
96-
86-
103-
665
608.
6 IR
S (2
18m
m)
14-1
96-
83-
665
609.
25" I
FS.0
3215
-22
7-9
5-7
103
639.
5".0
3015
-22
7-9
6-10
7580
10.5
" AA
M (
W/O
ut
Pin
Su
pp
ort
).0
5515
-25
8-11
6-10
5-7
175
120
11.5
" AA
M.0
5520
-30
8-11
6-10
5-7
175
200
12 B
olt
Pass
.030
14-1
96-
86-
1055
6012
Bo
lt Tr
uc
k.0
3013
-15
6-7
6-10
5560
14T
10.5
"(W
ith P
in S
up
po
rt)
.017
20-3
58-
116-
1012
013
5H
O72
(10
" R/G
).0
30PR
ESET
6-10
120
175
CH
RYSL
ER7-
1/4"
.025
12-1
46-
76-
1055
50C
200
13-1
76-
95-
975
100
8" (
C20
5).0
3412
-15
6-9
6-10
4-8
6575
8.25
" (C
213)
.030
12-1
56-
86-
104-
855
608.
75" ‘
41.0
9013
-15
6-8
6-10
5590
8.75
" ‘42
.090
15-2
57-
106-
1055
908.
75" ‘
89.0
3014
-19
6-9
6-10
5590
9.25
" Re
ar
.032
14-1
96-
96-
105-
965
759.
25" Z
F (C
235)
.065
17-2
27-
105-
916
510
09.
25" A
AM
Fro
nt
.035
15-2
510
-20
5-7
103
6310
.5" A
AM
.0
5515
-25
8-11
6-10
5-7
175
120
11.5
" AA
M.0
5520
-30
8-11
6-10
5-7
175
200
AM
C Mo
de
l 20
.095
14-1
96-
86-
1065
65M
od
el 3
5.0
4512
-14
6-7
6-10
5555
PIN
ION
BEA
RIN
GPR
ELO
AD
5 C
ut
2 C
ut
R.G
. BO
LTC
AP
OEM
NEW
U
SED
B/L
B/L
TO
RQ
UE
DIF
FER
ENTI
AL
MO
DEL
SHIM
DEP
TH*
(INC
H L
BS)
(0.0
00”)
(0.0
00”)
(FO
OT
LBS)
DA
NA
D25
12-1
56-
76-
1055
50D
2712
-15
6-7
6-10
5550
D28
.050
10-1
35-
66-
1055
50D
30.0
6512
-15
6-8
6-10
5560
D30
JK
.065
12-1
56-
86-
1080
60D
44.0
4214
-19
6-9
6-10
5560
D44
JK
.042
22-3
512
-15
6-10
135
80D
50.0
5514
-19
6-9
6-10
6560
D60
, 61
& 7
0U.0
5217
-30
8-10
6-10
110
80D
70.0
6122
-35
12-1
56-
1011
080
D80
.060
25-4
09-
114-
1017
590
S110
, S11
1, S
130,
S13
220
-40
8-12
9-16
150
140
S135
10-4
08-
129-
1212
012
5FO
RD 7.5"
.025
14-1
96-
811
-16
6060
8.0"
Dro
po
ut
.020
6-7
12-1
410
-15
6060
8.0"
IRS
14-1
98-
106-
1080
808.
8"
.026
14-1
96-
86-
1011
-16
6060
9.0"
OEM
R&
P.0
2213
-15
6-7
10-1
660
609.
0" N
ON
OEM
.022
13-1
56-
76-
1060
609.
0" D
ayt
on
a.0
2214
-16
6-8
6-10
6060
9-3/
8".0
2214
-16
6-8
10-1
570
609.
75"
.027
15-1
96-
86-
108-
1275
7010
.25"
& 1
0.5"
.025
20-3
56-
86-
108-
1295
80TO
YO
TA7.
5" F
. or R
..0
9512
-15
5-6
6-10
7070
8" F
. or R
..0
7412
-15
5-6
6-10
7070
8" C
lam
she
ll Fr
on
t.0
709-
145-
64-
870
709.
5" L
an
dc
ruise
r.0
208-
115-
66-
878
-89
809.
5" T
un
dra
9-15
7-12
4-8
100
7510
.5"
16-2
815
-19
4-8
145
150
Tru
ck
V6
R.
.067
14-1
75-
66-
1070
70T1
00 &
Ta
co
ma
.085
14-1
75-
66-
1070
70SU
ZUK
ISa
mu
rai
.055
12-1
55-
66-
1070
70(S
am
ura
i 5.3
8 R
&P
req
uire
s sp
ec
ial d
ep
th s
ett
ing
)
No
te: S
et
up
sp
ec
ific
atio
ns
are
rec
om
me
nd
ed
on
ly. P
lea
se c
all
with
qu
est
ion
s.*S
ug
ge
ste
d s
tart
ing
po
ints
PIN
ION
BEA
RIN
GPR
ELO
AD5
Cut
2 C
utR
.G. B
OLT
CAP
OEM
NEW
U
SED
B/L
B/L
TO
RQ
UE
DIF
FER
ENTI
AL M
OD
ELSH
IM D
EPTH
*(IN
CH
LBS
)(0
.000
”)(0
.000
”)
(FO
OT
LBS)
GEN
ERAL
MO
TOR
S®
Old
s/Po
nt D
/O14
-19
6-7
6-10
5570
‘63-
’79
Cor
vette
0.03
14-1
96-
86-
1055
60D
36 C
orve
tte0.
045
12-1
56-
86-
1055
55D
44 C
orve
tte0.
0314
-19
6-9
6-10
5555
55P
& 55
T0.
026
14-1
86-
86-
1055
607.
2"0.
0311
-14
6-7
6-10
5560
7.5"
& 7
.6"
0.03
512
-15
6-7
6-10
3-6
6560
7.6"
IRS
(195
mm
)12
-15
6-7
3-6
6560
7.75
"0.
025
12-1
56-
76-
1065
608.
2"0.
0312
-15
6-7
6-10
5560
8.0"
12-1
56-
73-
665
608.
2" O
lds/
Pont
0.03
12-1
56-
76-
1055
608.
25" I
FS0.
037
14-1
96-
86-
1065
558.
5" &
8.6
" 0.
037
14-1
96-
86-
103-
665
608.
6 IR
S (2
18m
m)
14-1
96-
83-
665
609.
25" I
FS0.
032
15-2
27-
95-
710
363
9.5"
0.03
15-2
27-
96-
1075
80 1
0.5"
AAM
(W/O
ut P
in S
uppo
rt)0.
055
15-2
58-
116-
105-
717
512
011
.5" A
AM0.
055
20-3
08-
116-
105-
717
520
012
Bol
t Pas
s0.
0314
-19
6-8
6-10
5560
12 B
olt T
ruck
0.03
13-1
56-
76-
1055
6014
T 10
.5"(W
ith P
in S
uppo
rt)0.
017
20-3
58-
116-
1012
013
5C
HRY
SLER
®
7-1/
4"0.
025
12-1
46-
76-
1055
50C
200
0.21
212
-15
6-8
5-9
9060
8" (C
205)
0.03
412
-15
6-9
6-10
4-8
6575
8.25
" (C
213)
0.03
12-1
56-
86-
104-
855
608.
75" ‘
410.
0913
-15
6-8
6-10
5590
8.75
" ‘42
0.09
15-2
57-
106-
1055
908.
75" ‘
890.
0314
-19
6-9
6-10
5590
9.25
" Rea
r0.
032
14-1
96-
96-
105-
965
759.
25" Z
F (C
235)
0.06
517
-22
7-10
5-9
165
100
9.25
" AAM
Fro
nt0.
035
15-2
510
-20
5-7
103
6310
.5" A
AM0.
055
15-2
58-
116-
105-
717
512
011
.5" A
AM0.
055
20-3
08-
116-
105-
717
520
0AM
C® Mod
el 2
00.
095
14-1
96-
86-
1065
65M
odel
35
0.04
512
-14
6-7
6-10
5555
PIN
ION
BEA
RIN
GPR
ELO
AD5
Cut
2 C
utR
.G. B
OLT
CAP
OEM
NEW
U
SED
B/L
B/L
TO
RQ
UE
DIF
FER
ENTI
AL M
OD
ELSH
IM D
EPTH
*(IN
CH
LBS
)(0
.000
”)(0
.000
”)
(FO
OT
LBS)
SPIC
ER®
D28
0.05
10-1
35-
611
-16
5550
D30
0.06
512
-15
6-8
10-1
5(1
) or (
2) **
60D
30 J
K0.
065
12-1
56-
86-
10(1
) or (
2) **
60D
440.
042
14-1
96-
1010
-16
(1) o
r (2)
**60
D44
(WK
& XK
)0.
042
15-2
08-
126-
106-
812
580
D44
JK
0.04
222
-35
12-1
56-
1013
580
D44
HD
0.04
215
-20
8-12
6-10
6-8
125
80D
500.
055
14-1
96-
96-
10(2
) or (
3) **
60D
60, 6
1 &
70U
0.05
217
-30
8-10
6-10
110
80D
700.
061
22-3
512
-15
6-10
110
80D
800.
0625
-40
9-11
4-10
175
90
S1
10, S
111,
S13
0, S
132
20-4
08-
129-
1615
014
0S1
3510
-40
8-12
9-12
120
125
FOR
D®
7.5"
0.02
514
-19
6-8
11-1
660
608.
0" D
ropo
ut0.
026-
712
-14
10-1
560
608.
8"
0.02
614
-19
6-8
6-10
11-1
660
609.
0" O
EM R
&P0.
022
13-1
56-
710
-16
6060
9.0"
NO
N O
EM0.
022
13-1
56-
76-
1060
609.
0" D
ayto
na0.
022
14-1
66-
86-
1060
60
9.
75"
0.02
715
-19
6-8
6-10
8-12
7570
10.2
5" &
10.
5"0.
025
20-3
56-
86-
108-
1295
80TO
YOTA
®
7.5"
F. o
r R.
0.09
512
-15
5-6
6-10
7070
8" F
. or R
.0.
074
12-1
55-
66-
1070
708"
Cla
msh
ell F
ront
0.07
9-14
5-6
4-8
7070
9" R
ever
se0.
0820
-30
8-12
6-10
100
9.5"
Lan
dcru
iser
0.02
8-11
5-6
6-8
78-8
980
9.5"
Tun
dra
0.04
89-
157-
124-
810
075
10.
5"0.
048
16-2
815
-19
4-8
145
150
Truc
k V6
R.
0.06
714
-17
5-6
6-10
7070
T100
& T
acom
a0.
085
14-1
75-
66-
1070
70N
ISSA
N®
M20
50.
0615
-20
8-12
6-10
5-8
100
40M
226
0.04
215
-25
8-12
6-10
100
SUZU
KI®
Sam
urai
0.05
512
-15
5-6
6-10
7070
(Sam
urai
5.3
8 R&
P re
quire
s spe
cial
dep
th se
ttin
g)
Kit Installation Manual 3
1. Set-Up Specifications . . . . . . . . . . . . . . . . . . . . . . . . 21. Tool List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42. Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Order of Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Selecting Shims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Preparing Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Seal Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Assembly Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Pinion Trial Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Initial Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Adjusting Initial Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Checking the Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Important Pattern Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Used Gear Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Adjusting Pinion Depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Pinion Bearing Preload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Crush Sleeve Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10Preload Shim Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10Final Backlash and Carrier Bearing Preload Adjustments . . . . . . . 11Screw Adjuster Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11Outside Shim Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Inside Shim Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4. Final Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
5. Tooth Nomenclature . . . . . . . . . . . . . . . . . . . . . . . . 136. Acceptable Patterns . . . . . . . . . . . . . . . . . . . . . . . . 147. Pinion Is Too Close . . . . . . . . . . . . . . . . . . . . . . . . 158. Pinion Is Too Far Away . . . . . . . . . . . . . . . . . . . . . . 169. Instructions Summary . . . . . . . . . . . . . . . . . . . . 17-18
Checking Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17Obtaining Proper Gear Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17Pattern Movements Summarized . . . . . . . . . . . . . . . . . . . . . . . . . . 18
10. Break-In Information . . . . . . . . . . . . . . . . . . . . . . . 1812. Warranty Information . . . . . . . . . . . . . . . . . . . . 19-20
TABLE OF CONTENTS
Set U
p Sp
ecifi
cati
ons
PIN
ION
BEA
RIN
GPR
ELO
AD
5 C
ut
2 C
ut
R.G
. BO
LTC
AP
OEM
NEW
U
SED
B/L
B/L
TO
RQ
UE
DIF
FER
ENTI
AL
MO
DEL
SHIM
DEP
TH*
(INC
H L
BS)
(0.0
00”)
(0.0
00”)
(F
OO
T LB
S)G
ENER
AL
MO
TORS
Old
s/Po
nt
D/O
14-1
96-
76-
1055
70‘6
3-’7
9 C
orv
ett
e.0
3014
-19
6-8
6-10
5560
D36
Co
rve
tte
.045
12-1
56-
86-
1055
55D
44 C
orv
ett
e.0
3014
-19
6-9
6-10
5555
55P
& 5
5T.0
2614
-18
6-8
6-10
5560
7.2"
.030
11-1
46-
76-
1055
607.
5" &
7.6
" .0
3512
-15
6-7
6-10
3-6
6560
7.6"
IRS
(195
mm
)12
-15
6-7
3-6
6560
7.75
".0
2512
-15
6-7
6-10
6560
8.2"
.030
12-1
56-
76-
1055
608.
0"12
-15
6-7
3-6
6560
8.2"
Old
s/Po
nt
.030
12-1
56-
76-
1055
608.
25" I
FS.0
3714
-19
6-8
6-10
6555
8.5"
& 8
.6"
.037
14-1
96-
86-
103-
665
608.
6 IR
S (2
18m
m)
14-1
96-
83-
665
609.
25" I
FS.0
3215
-22
7-9
5-7
103
639.
5".0
3015
-22
7-9
6-10
7580
10.5
" AA
M (
W/O
ut
Pin
Su
pp
ort
).0
5515
-25
8-11
6-10
5-7
175
120
11.5
" AA
M.0
5520
-30
8-11
6-10
5-7
175
200
12 B
olt
Pass
.030
14-1
96-
86-
1055
6012
Bo
lt Tr
uc
k.0
3013
-15
6-7
6-10
5560
14T
10.5
"(W
ith P
in S
up
po
rt)
.017
20-3
58-
116-
1012
013
5H
O72
(10
" R/G
).0
30PR
ESET
6-10
120
175
CH
RYSL
ER7-
1/4"
.025
12-1
46-
76-
1055
50C
200
13-1
76-
95-
975
100
8" (
C20
5).0
3412
-15
6-9
6-10
4-8
6575
8.25
" (C
213)
.030
12-1
56-
86-
104-
855
608.
75" ‘
41.0
9013
-15
6-8
6-10
5590
8.75
" ‘42
.090
15-2
57-
106-
1055
908.
75" ‘
89.0
3014
-19
6-9
6-10
5590
9.25
" Re
ar
.032
14-1
96-
96-
105-
965
759.
25" Z
F (C
235)
.065
17-2
27-
105-
916
510
09.
25" A
AM
Fro
nt
.035
15-2
510
-20
5-7
103
6310
.5" A
AM
.0
5515
-25
8-11
6-10
5-7
175
120
11.5
" AA
M.0
5520
-30
8-11
6-10
5-7
175
200
AM
C Mo
de
l 20
.095
14-1
96-
86-
1065
65M
od
el 3
5.0
4512
-14
6-7
6-10
5555
PIN
ION
BEA
RIN
GPR
ELO
AD
5 C
ut
2 C
ut
R.G
. BO
LTC
AP
OEM
NEW
U
SED
B/L
B/L
TO
RQ
UE
DIF
FER
ENTI
AL
MO
DEL
SHIM
DEP
TH*
(INC
H L
BS)
(0.0
00”)
(0.0
00”)
(FO
OT
LBS)
DA
NA
D25
12-1
56-
76-
1055
50D
2712
-15
6-7
6-10
5550
D28
.050
10-1
35-
66-
1055
50D
30.0
6512
-15
6-8
6-10
5560
D30
JK
.065
12-1
56-
86-
1080
60D
44.0
4214
-19
6-9
6-10
5560
D44
JK
.042
22-3
512
-15
6-10
135
80D
50.0
5514
-19
6-9
6-10
6560
D60
, 61
& 7
0U.0
5217
-30
8-10
6-10
110
80D
70.0
6122
-35
12-1
56-
1011
080
D80
.060
25-4
09-
114-
1017
590
S110
, S11
1, S
130,
S13
220
-40
8-12
9-16
150
140
S135
10-4
08-
129-
1212
012
5FO
RD 7.5"
.025
14-1
96-
811
-16
6060
8.0"
Dro
po
ut
.020
6-7
12-1
410
-15
6060
8.0"
IRS
14-1
98-
106-
1080
808.
8"
.026
14-1
96-
86-
1011
-16
6060
9.0"
OEM
R&
P.0
2213
-15
6-7
10-1
660
609.
0" N
ON
OEM
.022
13-1
56-
76-
1060
609.
0" D
ayt
on
a.0
2214
-16
6-8
6-10
6060
9-3/
8".0
2214
-16
6-8
10-1
570
609.
75"
.027
15-1
96-
86-
108-
1275
7010
.25"
& 1
0.5"
.025
20-3
56-
86-
108-
1295
80TO
YO
TA7.
5" F
. or R
..0
9512
-15
5-6
6-10
7070
8" F
. or R
..0
7412
-15
5-6
6-10
7070
8" C
lam
she
ll Fr
on
t.0
709-
145-
64-
870
709.
5" L
an
dc
ruise
r.0
208-
115-
66-
878
-89
809.
5" T
un
dra
9-15
7-12
4-8
100
7510
.5"
16-2
815
-19
4-8
145
150
Tru
ck
V6
R.
.067
14-1
75-
66-
1070
70T1
00 &
Ta
co
ma
.085
14-1
75-
66-
1070
70SU
ZUK
ISa
mu
rai
.055
12-1
55-
66-
1070
70(S
am
ura
i 5.3
8 R
&P
req
uire
s sp
ec
ial d
ep
th s
ett
ing
)
No
te: S
et
up
sp
ec
ific
atio
ns
are
rec
om
me
nd
ed
on
ly. P
lea
se c
all
with
qu
est
ion
s.*S
ug
ge
ste
d s
tart
ing
po
ints
PIN
ION
BEA
RIN
GPR
ELO
AD5
Cut
2 C
utR
.G. B
OLT
CAP
OEM
NEW
U
SED
B/L
B/L
TO
RQ
UE
DIF
FER
ENTI
AL M
OD
ELSH
IM D
EPTH
*(IN
CH
LBS
)(0
.000
”)(0
.000
”)
(FO
OT
LBS)
GEN
ERAL
MO
TOR
S®
Old
s/Po
nt D
/O14
-19
6-7
6-10
5570
‘63-
’79
Cor
vette
0.03
14-1
96-
86-
1055
60D
36 C
orve
tte0.
045
12-1
56-
86-
1055
55D
44 C
orve
tte0.
0314
-19
6-9
6-10
5555
55P
& 55
T0.
026
14-1
86-
86-
1055
607.
2"0.
0311
-14
6-7
6-10
5560
7.5"
& 7
.6"
0.03
512
-15
6-7
6-10
3-6
6560
7.6"
IRS
(195
mm
)12
-15
6-7
3-6
6560
7.75
"0.
025
12-1
56-
76-
1065
608.
2"0.
0312
-15
6-7
6-10
5560
8.0"
12-1
56-
73-
665
608.
2" O
lds/
Pont
0.03
12-1
56-
76-
1055
608.
25" I
FS0.
037
14-1
96-
86-
1065
558.
5" &
8.6
" 0.
037
14-1
96-
86-
103-
665
608.
6 IR
S (2
18m
m)
14-1
96-
83-
665
609.
25" I
FS0.
032
15-2
27-
95-
710
363
9.5"
0.03
15-2
27-
96-
1075
80 1
0.5"
AAM
(W/O
ut P
in S
uppo
rt)0.
055
15-2
58-
116-
105-
717
512
011
.5" A
AM0.
055
20-3
08-
116-
105-
717
520
012
Bol
t Pas
s0.
0314
-19
6-8
6-10
5560
12 B
olt T
ruck
0.03
13-1
56-
76-
1055
6014
T 10
.5"(W
ith P
in S
uppo
rt)0.
017
20-3
58-
116-
1012
013
5C
HRY
SLER
®
7-1/
4"0.
025
12-1
46-
76-
1055
50C
200
0.21
212
-15
6-8
5-9
9060
8" (C
205)
0.03
412
-15
6-9
6-10
4-8
6575
8.25
" (C
213)
0.03
12-1
56-
86-
104-
855
608.
75" ‘
410.
0913
-15
6-8
6-10
5590
8.75
" ‘42
0.09
15-2
57-
106-
1055
908.
75" ‘
890.
0314
-19
6-9
6-10
5590
9.25
" Rea
r0.
032
14-1
96-
96-
105-
965
759.
25" Z
F (C
235)
0.06
517
-22
7-10
5-9
165
100
9.25
" AAM
Fro
nt0.
035
15-2
510
-20
5-7
103
6310
.5" A
AM0.
055
15-2
58-
116-
105-
717
512
011
.5" A
AM0.
055
20-3
08-
116-
105-
717
520
0AM
C® Mod
el 2
00.
095
14-1
96-
86-
1065
65M
odel
35
0.04
512
-14
6-7
6-10
5555
PIN
ION
BEA
RIN
GPR
ELO
AD5
Cut
2 C
utR
.G. B
OLT
CAP
OEM
NEW
U
SED
B/L
B/L
TO
RQ
UE
DIF
FER
ENTI
AL M
OD
ELSH
IM D
EPTH
*(IN
CH
LBS
)(0
.000
”)(0
.000
”)
(FO
OT
LBS)
SPIC
ER®
D28
0.05
10-1
35-
611
-16
5550
D30
0.06
512
-15
6-8
10-1
5(1
) or (
2) **
60D
30 J
K0.
065
12-1
56-
86-
10(1
) or (
2) **
60D
440.
042
14-1
96-
1010
-16
(1) o
r (2)
**60
D44
(WK
& XK
)0.
042
15-2
08-
126-
106-
812
580
D44
JK
0.04
222
-35
12-1
56-
1013
580
D44
HD
0.04
215
-20
8-12
6-10
6-8
125
80D
500.
055
14-1
96-
96-
10(2
) or (
3) **
60D
60, 6
1 &
70U
0.05
217
-30
8-10
6-10
110
80D
700.
061
22-3
512
-15
6-10
110
80D
800.
0625
-40
9-11
4-10
175
90
S1
10, S
111,
S13
0, S
132
20-4
08-
129-
1615
014
0S1
3510
-40
8-12
9-12
120
125
FOR
D®
7.5"
0.02
514
-19
6-8
11-1
660
608.
0" D
ropo
ut0.
026-
712
-14
10-1
560
608.
8"
0.02
614
-19
6-8
6-10
11-1
660
609.
0" O
EM R
&P0.
022
13-1
56-
710
-16
6060
9.0"
NO
N O
EM0.
022
13-1
56-
76-
1060
609.
0" D
ayto
na0.
022
14-1
66-
86-
1060
60
9.
75"
0.02
715
-19
6-8
6-10
8-12
7570
10.2
5" &
10.
5"0.
025
20-3
56-
86-
108-
1295
80TO
YOTA
®
7.5"
F. o
r R.
0.09
512
-15
5-6
6-10
7070
8" F
. or R
.0.
074
12-1
55-
66-
1070
708"
Cla
msh
ell F
ront
0.07
9-14
5-6
4-8
7070
9" R
ever
se0.
0820
-30
8-12
6-10
100
9.5"
Lan
dcru
iser
0.02
8-11
5-6
6-8
78-8
980
9.5"
Tun
dra
0.04
89-
157-
124-
810
075
10.
5"0.
048
16-2
815
-19
4-8
145
150
Truc
k V6
R.
0.06
714
-17
5-6
6-10
7070
T100
& T
acom
a0.
085
14-1
75-
66-
1070
70N
ISSA
N®
M20
50.
0615
-20
8-12
6-10
5-8
100
40M
226
0.04
215
-25
8-12
6-10
100
SUZU
KI®
Sam
urai
0.05
512
-15
5-6
6-10
7070
(Sam
urai
5.3
8 R&
P re
quire
s spe
cial
dep
th se
ttin
g)
Kit Installation Manual 5
Disassembly1. Ensure that you have everything you need before working. Verify whether all new parts
match the application and parts invoice.2. Lift the vehicle using an appropriate lift or jack, and support the vehicle with approved
jack stands. Never work on an unsupported vehicle. 3. Drain used gear oil into a suitable container. We recycle our waste oil and request that
you recycle yours, too.4. Remove the axle shafts.5. Mark the main caps for reinstallation on the appropriate side and in the correct orien-
tation.6. Mark all shim thicknesses and locations during disassembly.7. Thoroughly clean and inspect all parts.
2 DISASSEMBLY
4 Kit Installation Manual
Tool ListTo work on your differential you will need a wide variety of tools. Using the correct toolswill save time and prevent part damage. You may need the following tools:n Dial indicatorn Precision calipers or micrometern Gear-marking compound and a clean brushn Bearing pullersn Bearing pressn 10- or 12-inch spanner wrench or Yukon spanner tool n Misc. hand and air tools including
– Three-foot-long breaker bar or strong impact gun– Pinion nut socket– Ring gear bolt socket– Main cap bolt socket– 6-point or 12-point cross-pin bolt wrench (as applicable)– Brake line wrench– Pry bars for removing the carrier case – 24-oz. ball peen hammer– 48-oz. sledgehammer– 48-oz. plastic-face dead-blow hammer– Assorted brass drifts for removing bearing races– Yukon bearing race drivers– Center punch or number stamp for marking main caps– Oil drain pan
n Torque wrenches in both pound/foot and pound/inch increments.
TOOL LIST 1
Kit Installation Manual 5
Disassembly1. Ensure that you have everything you need before working. Verify whether all new parts
match the application and parts invoice.2. Lift the vehicle using an appropriate lift or jack, and support the vehicle with approved
jack stands. Never work on an unsupported vehicle. 3. Drain used gear oil into a suitable container. We recycle our waste oil and request that
you recycle yours, too.4. Remove the axle shafts.5. Mark the main caps for reinstallation on the appropriate side and in the correct orien-
tation.6. Mark all shim thicknesses and locations during disassembly.7. Thoroughly clean and inspect all parts.
2 DISASSEMBLY
4 Kit Installation Manual
Tool ListTo work on your differential you will need a wide variety of tools. Using the correct toolswill save time and prevent part damage. You may need the following tools:n Dial indicatorn Precision calipers or micrometern Gear-marking compound and a clean brushn Bearing pullersn Bearing pressn 10- or 12-inch spanner wrench or Yukon spanner tool n Misc. hand and air tools including
– Three-foot-long breaker bar or strong impact gun– Pinion nut socket– Ring gear bolt socket– Main cap bolt socket– 6-point or 12-point cross-pin bolt wrench (as applicable)– Brake line wrench– Pry bars for removing the carrier case – 24-oz. ball peen hammer– 48-oz. sledgehammer– 48-oz. plastic-face dead-blow hammer– Assorted brass drifts for removing bearing races– Yukon bearing race drivers– Center punch or number stamp for marking main caps– Oil drain pan
n Torque wrenches in both pound/foot and pound/inch increments.
TOOL LIST 1
Kit Installation Manual 7
Pinion Trial AssemblyAssemble the pinion with its original shims yet without a crush sleeve to establish anapproximate pinion depth. When installing the pinion, tighten the nut slowly until it reach-es preload specifications.
Initial Carrier AssemblyInstall the assembled gear carrier with its ring gear into the housing. It is easier to removeand replace the carrier during trial assemblies if the carrier bearing preload is fairly snuginstead of tight.
Adjusting Initial BacklashBacklash refers to the amount the ring gear can rotate forward and backward when thepinion gear cannot move. Thisinitial backlash setting sets thebasis for all future adjustments.See page 11 for backlash specifi-cations.
Fasten a dial indicator to thegear case or axle housing on thesame plane as the ring gear so itscontact point touches a tooth atthe outermost diameter of thering gear 90 degrees to the toothface. The indicator should meas-ure the amount the ring gearmoves when rotated. To measurebacklash, prevent the pinion gearfrom rotating and rotate the ringgear back and forth. The amountthe ring gear can move deter-mines the amount of backlash.
When changing the backlash bear in mind that the backlash setting changes about 0.007”for each 0.010” that the carrier moves. For example: n Move the carrier 0.010” toward the pinion to decrease the backlash by 0.007”. n Move the carrier 0.010” away from the pinion to increase the backlash by 0.007”.
While not all ring-and-pinion sets will react exactly this way, these figures serve as a goodguideline.
3 ASSEMBLY
6 Kit Installation Manual
Order of AdjustmentsDifferential assembly and setup adjustments include:1. Pinion Depth2. Pinion-Bearing Preload3. Backlash4. Carrier-Bearing Preload
Shim SelectionFor a baseline, reassemble the differential with the shim combinations that were used inthe differential during the previous assembly.
Parts PreparationClean all parts, including all new components, with solvent or brake cleaner, and thorough-ly wash out the axle housing’s interior. Ensure that the oil passages that feed the pinion andthe grooves behind the carrier bearings are free from any metal particles.
Seal PreparationPolish all seal surfaces with fine-grit emery cloth or sandpaper. Wipe all surfaces with aclean rag dampened with either fresh oil or solvent to remove any metal particles.
Assembly OilWhen assembling internal components, coat all bearings, and seal surfaces with fresh gearoil. Never use bearing grease on pinion or carrier bearings; it will negatively influenceassembly readings. Coat all seals with grease, preferably white lithium grease. Use cleangear oil if white grease is not available.
ASSEMBLY 3
Coat bearings and seal surfaces with gear oil and seals with lithium grease
Kit Installation Manual 7
Pinion Trial AssemblyAssemble the pinion with its original shims yet without a crush sleeve to establish anapproximate pinion depth. When installing the pinion, tighten the nut slowly until it reach-es preload specifications.
Initial Carrier AssemblyInstall the assembled gear carrier with its ring gear into the housing. It is easier to removeand replace the carrier during trial assemblies if the carrier bearing preload is fairly snuginstead of tight.
Adjusting Initial BacklashBacklash refers to the amount the ring gear can rotate forward and backward when thepinion gear cannot move. Thisinitial backlash setting sets thebasis for all future adjustments.See page 11 for backlash specifi-cations.
Fasten a dial indicator to thegear case or axle housing on thesame plane as the ring gear so itscontact point touches a tooth atthe outermost diameter of thering gear 90 degrees to the toothface. The indicator should meas-ure the amount the ring gearmoves when rotated. To measurebacklash, prevent the pinion gearfrom rotating and rotate the ringgear back and forth. The amountthe ring gear can move deter-mines the amount of backlash.
When changing the backlash bear in mind that the backlash setting changes about 0.007”for each 0.010” that the carrier moves. For example: n Move the carrier 0.010” toward the pinion to decrease the backlash by 0.007”. n Move the carrier 0.010” away from the pinion to increase the backlash by 0.007”.
While not all ring-and-pinion sets will react exactly this way, these figures serve as a goodguideline.
3 ASSEMBLY
6 Kit Installation Manual
Order of AdjustmentsDifferential assembly and setup adjustments include:1. Pinion Depth2. Pinion-Bearing Preload3. Backlash4. Carrier-Bearing Preload
Shim SelectionFor a baseline, reassemble the differential with the shim combinations that were used inthe differential during the previous assembly.
Parts PreparationClean all parts, including all new components, with solvent or brake cleaner, and thorough-ly wash out the axle housing’s interior. Ensure that the oil passages that feed the pinion andthe grooves behind the carrier bearings are free from any metal particles.
Seal PreparationPolish all seal surfaces with fine-grit emery cloth or sandpaper. Wipe all surfaces with aclean rag dampened with either fresh oil or solvent to remove any metal particles.
Assembly OilWhen assembling internal components, coat all bearings, and seal surfaces with fresh gearoil. Never use bearing grease on pinion or carrier bearings; it will negatively influenceassembly readings. Coat all seals with grease, preferably white lithium grease. Use cleangear oil if white grease is not available.
ASSEMBLY 3
Coat bearings and seal surfaces with gear oil and seals with lithium grease
Kit Installation Manual 9
n A contact pattern centered from face to flank indicates the correct pinion depth.n A contact pattern closer to the gear face means the pinion is too far away from the ring
gear. To correct the pattern, move the pinion toward the ring gear centerline.n A contact pattern closer to the gear flank means the pinion is too close to the ring gear.
To correct the pattern, move the pinion away from the ring gear centerline.
Used Gear SetsWhen setting up a used ring and pinion, concentrate only on the pattern created on thecoast side of the ring gear teeth. Pay little attention to the drive side. This is true for mostused gear sets, although both the coast and drive sides should be considered in someinstances.
Adjusting Pinion DepthWhen changing the pinion depth, make large changes until the pattern is close to ideal.Consider 0.005” to 0.015” a large change and 0.002” to 0.004” a small change. Intentionallymake adjustments that move the pinion too far at first.
If the pinion moves too far and the pattern changes from one extreme to the other, thecorrect pattern lies somewhere between the two extremes. Once you get close to the cor-rect pinion depth, make smaller changes until the pattern centers between the face and theflank of the ring gear teeth.
Once the backlash and pinion depth meet tolerances, remove the carrier and establishthe final pinion bearing preload.
Pinion Bearing PreloadThe pinion bearing preload is related to the amount of force the pinion nut exerts on thepinion and its bearings. Axle builders generally measure the pinion’s preload by rotatingthe pinion gear by its nut with a pound/inch-graduated torque wrench.
Axles generally use crush sleeves or shims to set pinion preload. Despite the difference,one thing remains the same: oil the pinion nut washer surface during all assembly proce-dures and apply medium-strength thread-locking compound (red) to the pinion nutthreads during final assembly.
A lubricated washer reduces friction and prevents the nut and washer from galling dur-ing tightening procedures. The thread-locking compound helps retain the nut position andpinion bearing preload.
Before setting the final pinion bearing preload, install the pinion seal, slinger (if applica-ble), and crush sleeve (if applicable).
3 ASSEMBLY
8 Kit Installation Manual
Checking the Pattern We can determine how gears mesh by changing how close the pinion gear is to the ringgear centerline. While we can’t see how the gears actually relate to each other, we can coattheir mating surfaces with gear-marking compound and read the patterns the gears createas they mesh.
Genuine gear-marking compound offers a clear indication of gear contact without run-ning or smearing. Anything other than gear marking compound (such as blue machinistdye) will not give a clear indication of tooth contact. Dilute the marking compound with asmall amount of oil if necessary to create a smooth, but not runny, paste. Coat three orfour ring-gear teeth in at least two places with a moderate amount of compound and rotatethe ring gear four or five times around the pinion gear in both directions. Rotate by gra-bing and turning the ring gear, not the pinion.
Pinion resistance against the rotating ring gear helps establish a good pattern. Pinionbearing preload usually provides enough resistance for a good pattern, but additionalresistance can be added by wrapping a shop towel around the yoke and pulling the twoends tight.
Important Pattern InformationThe pattern’s position to the tooth face (ridge) and flank (valley) notes the pinion depth.Disregard the pattern’s position to the tooth’s heel (ring gear outside diameter) or toe (ringgear inside diameter).
Gear patterns change from heel to toe, but in most cases an ideal heel-to-toe pattern isimpossible to achieve. Furthermore, the housing itself influences the heel-to-toe patternand the pattern cannot be changed without machine work. Trying to obtain a pattern cen-tered exactly between the heel and toe usually leads to frustration and a noisy gear set, ifthe face to flank pattern is not correct.
Instead, concentrate only on the position of the pattern and how it relates from face toflank of the ring gear teeth.
ASSEMBLY 3
Ideal pattern Used drive pattern
Kit Installation Manual 9
n A contact pattern centered from face to flank indicates the correct pinion depth.n A contact pattern closer to the gear face means the pinion is too far away from the ring
gear. To correct the pattern, move the pinion toward the ring gear centerline.n A contact pattern closer to the gear flank means the pinion is too close to the ring gear.
To correct the pattern, move the pinion away from the ring gear centerline.
Used Gear SetsWhen setting up a used ring and pinion, concentrate only on the pattern created on thecoast side of the ring gear teeth. Pay little attention to the drive side. This is true for mostused gear sets, although both the coast and drive sides should be considered in someinstances.
Adjusting Pinion DepthWhen changing the pinion depth, make large changes until the pattern is close to ideal.Consider 0.005” to 0.015” a large change and 0.002” to 0.004” a small change. Intentionallymake adjustments that move the pinion too far at first.
If the pinion moves too far and the pattern changes from one extreme to the other, thecorrect pattern lies somewhere between the two extremes. Once you get close to the cor-rect pinion depth, make smaller changes until the pattern centers between the face and theflank of the ring gear teeth.
Once the backlash and pinion depth meet tolerances, remove the carrier and establishthe final pinion bearing preload.
Pinion Bearing PreloadThe pinion bearing preload is related to the amount of force the pinion nut exerts on thepinion and its bearings. Axle builders generally measure the pinion’s preload by rotatingthe pinion gear by its nut with a pound/inch-graduated torque wrench.
Axles generally use crush sleeves or shims to set pinion preload. Despite the difference,one thing remains the same: oil the pinion nut washer surface during all assembly proce-dures and apply medium-strength thread-locking compound (red) to the pinion nutthreads during final assembly.
A lubricated washer reduces friction and prevents the nut and washer from galling dur-ing tightening procedures. The thread-locking compound helps retain the nut position andpinion bearing preload.
Before setting the final pinion bearing preload, install the pinion seal, slinger (if applica-ble), and crush sleeve (if applicable).
3 ASSEMBLY
8 Kit Installation Manual
Checking the Pattern We can determine how gears mesh by changing how close the pinion gear is to the ringgear centerline. While we can’t see how the gears actually relate to each other, we can coattheir mating surfaces with gear-marking compound and read the patterns the gears createas they mesh.
Genuine gear-marking compound offers a clear indication of gear contact without run-ning or smearing. Anything other than gear marking compound (such as blue machinistdye) will not give a clear indication of tooth contact. Dilute the marking compound with asmall amount of oil if necessary to create a smooth, but not runny, paste. Coat three orfour ring-gear teeth in at least two places with a moderate amount of compound and rotatethe ring gear four or five times around the pinion gear in both directions. Rotate by gra-bing and turning the ring gear, not the pinion.
Pinion resistance against the rotating ring gear helps establish a good pattern. Pinionbearing preload usually provides enough resistance for a good pattern, but additionalresistance can be added by wrapping a shop towel around the yoke and pulling the twoends tight.
Important Pattern InformationThe pattern’s position to the tooth face (ridge) and flank (valley) notes the pinion depth.Disregard the pattern’s position to the tooth’s heel (ring gear outside diameter) or toe (ringgear inside diameter).
Gear patterns change from heel to toe, but in most cases an ideal heel-to-toe pattern isimpossible to achieve. Furthermore, the housing itself influences the heel-to-toe patternand the pattern cannot be changed without machine work. Trying to obtain a pattern cen-tered exactly between the heel and toe usually leads to frustration and a noisy gear set, ifthe face to flank pattern is not correct.
Instead, concentrate only on the position of the pattern and how it relates from face toflank of the ring gear teeth.
ASSEMBLY 3
Ideal pattern Used drive pattern
Kit Installation Manual 11
Write down each shim-pack combination and its resulting preload when changing shims.After reaching the correct pinion-bearing preload, moderately tap both ends of the pinionto seat the bearings, races and yoke. Do not strike the pinion too hard, as excessive forcemay damage the bearings. Carefully double check the preload after seating the bearings.
Final Backlash and Carrier Bearing Preload Adjustments After setting the pinion depth, backlash, and the pinion bearing preload, set the carrierbearing preload. Three different shim or adjustment methods, screw adjusters, outsideshim design, and inside shim design, cover most differentials.
Screw Adjuster DesignThe easiest method uses screw adjusters to set the backlash and carrier bearing preload.Carefully oil the adjuster threads on both the housing and on the adjusters themselves.Note the order in which you tighten the adjusters so the backlash remains consistent, evenwhen subjected to heavy loads.
The pinion gear always forces the ring gear away from itself whenever it transfers power.Start with a looser backlash setting than the axle’s manufacturer calls for and alwaysensure that the last adjustment made to the left adjuster tightens it.
If the backlash becomes too tight, loosen the left adjuster first, followed by tightening theright adjuster. To reestablish the backlash setting, tighten the left adjuster. Ensure that thelast adjustment made to the left adjuster tightens it to eliminate any space between it andits bearing race. Any space or looseness on the left side will let the carrier deflect whenunder load, and this will allow backlash to open up when driven under load.
Once the backlash approaches the manufacturer’s recommendations, tighten both leftand right adjusters evenly to increase carrier bearing preload. Set the carrier bearing pre-load to approximately 150 to 200 pounds/feet. It is difficult to damage bearings with exces-sive carrier bearing preload on a screw-adjusted differential.
3 ASSEMBLY
Carrier bearing puller Pressing on carrier bearing
10 Kit Installation Manual
Crush Sleeve DesignSetting the pinion bearing preload in differentials that use a crush sleeve is relatively easy,although final assembly always requires a new crush sleeve.
The crush sleeve permanently distorts, or crushes, at approximately 300 to 400pounds/feet of torque on the pinion nut. Tighten the pinion nut until it exerts the optimum
bearing preload, as measured by thepounds/inch torque wrench on the pinionnut. While setting preload with a crushsleeve is easy, it requires a certainamount of patience.
Pinion preload doesn’t exist until thebearings contact the races, but the pre-load increases rapidly once the bearingsmeet their races. Tighten the nut in smallincrements until the preload reaches theideal setting.
Take plenty of time to set the preload,since tightening the pinion nut beyondthe ideal preload threshold effectively
destroys the crush sleeve. The only remedy for excessive preload involves a new crushsleeve and another attempt to establish proper preload.
After reaching the correct preload, moderately tap both ends of the pinion to seat thebearings, races and yoke. Do not strike the pinion too hard, as excessive force may dam-age the bearings. Carefully double check the preload after seating the bearings.
Preload Shim DesignSetting pinion bearing preload in differentials that use shims exclusively often requires sev-eral attempts.
Carefully clean the shims, as dust and metallic particles on the shim surfaces cause falsepreload readings. Start the procedure with the original shims, or add 0.003” to the originalshim-pack dimension to compensate for the amount the bearings settled into the housing.Tighten the pinion nut slowly to avoid damaging the bearing should the shim stack provetoo thin. The pinion nut torque varies by thread size but is usually between 200 and 300pounds/feet.
Measure the preload by rotating the pinion with the pound/inch torque wrench. If thepreload doesn’t meet the axle manufacturer’s specifications, change the shim pack dimen-sion in one of the following ways: n Remove shims to increase pinion bearing preload.n Add shims to decrease pinion bearing preload
ASSEMBLY 3
1/2” impact gun on pinion nut
Kit Installation Manual 11
Write down each shim-pack combination and its resulting preload when changing shims.After reaching the correct pinion-bearing preload, moderately tap both ends of the pinionto seat the bearings, races and yoke. Do not strike the pinion too hard, as excessive forcemay damage the bearings. Carefully double check the preload after seating the bearings.
Final Backlash and Carrier Bearing Preload Adjustments After setting the pinion depth, backlash, and the pinion bearing preload, set the carrierbearing preload. Three different shim or adjustment methods, screw adjusters, outsideshim design, and inside shim design, cover most differentials.
Screw Adjuster DesignThe easiest method uses screw adjusters to set the backlash and carrier bearing preload.Carefully oil the adjuster threads on both the housing and on the adjusters themselves.Note the order in which you tighten the adjusters so the backlash remains consistent, evenwhen subjected to heavy loads.
The pinion gear always forces the ring gear away from itself whenever it transfers power.Start with a looser backlash setting than the axle’s manufacturer calls for and alwaysensure that the last adjustment made to the left adjuster tightens it.
If the backlash becomes too tight, loosen the left adjuster first, followed by tightening theright adjuster. To reestablish the backlash setting, tighten the left adjuster. Ensure that thelast adjustment made to the left adjuster tightens it to eliminate any space between it andits bearing race. Any space or looseness on the left side will let the carrier deflect whenunder load, and this will allow backlash to open up when driven under load.
Once the backlash approaches the manufacturer’s recommendations, tighten both leftand right adjusters evenly to increase carrier bearing preload. Set the carrier bearing pre-load to approximately 150 to 200 pounds/feet. It is difficult to damage bearings with exces-sive carrier bearing preload on a screw-adjusted differential.
3 ASSEMBLY
Carrier bearing puller Pressing on carrier bearing
10 Kit Installation Manual
Crush Sleeve DesignSetting the pinion bearing preload in differentials that use a crush sleeve is relatively easy,although final assembly always requires a new crush sleeve.
The crush sleeve permanently distorts, or crushes, at approximately 300 to 400pounds/feet of torque on the pinion nut. Tighten the pinion nut until it exerts the optimum
bearing preload, as measured by thepounds/inch torque wrench on the pinionnut. While setting preload with a crushsleeve is easy, it requires a certainamount of patience.
Pinion preload doesn’t exist until thebearings contact the races, but the pre-load increases rapidly once the bearingsmeet their races. Tighten the nut in smallincrements until the preload reaches theideal setting.
Take plenty of time to set the preload,since tightening the pinion nut beyondthe ideal preload threshold effectively
destroys the crush sleeve. The only remedy for excessive preload involves a new crushsleeve and another attempt to establish proper preload.
After reaching the correct preload, moderately tap both ends of the pinion to seat thebearings, races and yoke. Do not strike the pinion too hard, as excessive force may dam-age the bearings. Carefully double check the preload after seating the bearings.
Preload Shim DesignSetting pinion bearing preload in differentials that use shims exclusively often requires sev-eral attempts.
Carefully clean the shims, as dust and metallic particles on the shim surfaces cause falsepreload readings. Start the procedure with the original shims, or add 0.003” to the originalshim-pack dimension to compensate for the amount the bearings settled into the housing.Tighten the pinion nut slowly to avoid damaging the bearing should the shim stack provetoo thin. The pinion nut torque varies by thread size but is usually between 200 and 300pounds/feet.
Measure the preload by rotating the pinion with the pound/inch torque wrench. If thepreload doesn’t meet the axle manufacturer’s specifications, change the shim pack dimen-sion in one of the following ways: n Remove shims to increase pinion bearing preload.n Add shims to decrease pinion bearing preload
ASSEMBLY 3
1/2” impact gun on pinion nut
Kit Installation Manual 13
5 TOOTH NOMENCLATURE
Flank (Root)
Coast Drive
Face (Top Land)
Heel(Outer end) Coast
(Concave)
Drive(Convex)
End View of Tooth from Heel(Outer End)
Toe(Inner end)
12 Kit Installation Manual
n If the preload is close and the backlash is too loose, tighten the left adjuster a notch ortwo until the backlash is correct and the preload is sufficient.
n If the preload is close and the backlash is too tight, tighten the right adjuster until thebacklash is correct and the preload is sufficient.
As stated before, ensure that the last adjustment made to the left adjuster tightens it. Thatwill eliminate the possibility of a space between the adjuster and the bearing race.
Outside Shim DesignThis design uses shims between the carrier bearing races and the housing. Initially set thebacklash with very little carrier bearing preload. After setting the backlash, add equalamounts of shims to both sides of the carrier to set the carrier bearing preload as tight aspossible without damaging the shims (carrier bearings in this axle design hardly ever faildue to excessive carrier bearing preload). n If the preload is close and the backlash is loose, add shims to the left side. This increas-
es the carrier bearing preload and tightens the backlash at the same time.n If the preload is close and the backlash is too tight, add shims to the right side. This
increases both the carrier bearing preload and the backlash at the same time.
Inside Shim DesignThis design uses shims between the carrier bearing and the case. Initially set the backlashtight and the preload light, as it will make carrier removal and installation easier. After settingthe backlash, add equal amounts of shims to both sides until the correct preload is achieved.n If the preload is close and the backlash is loose, add shims to the left side. This increas-
es the carrier bearing preload and tightens the backlash at the same time.n If the preload is close and the backlash is too tight, add shims to the right side. This
increases the carrier bearing preload and the backlash at the same time.
PatternNow that the pinion depth, pinion bearing preload, backlash, and carrier bearing preloadare set, check the pattern one last time to make sure that it is correct.
OilWhen filling the axle with oil, use a high quality name brand and fill the unit to the manu-facturer’s recommended capacity. Synthetic oil is recomended for most applications.
ASSEMBLY 3
FINAL CHECKS 4
Kit Installation Manual 13
5 TOOTH NOMENCLATURE
Flank (Root)
Coast Drive
Face (Top Land)
Heel(Outer end) Coast
(Concave)
Drive(Convex)
End View of Tooth from Heel(Outer End)
Toe(Inner end)
12 Kit Installation Manual
n If the preload is close and the backlash is too loose, tighten the left adjuster a notch ortwo until the backlash is correct and the preload is sufficient.
n If the preload is close and the backlash is too tight, tighten the right adjuster until thebacklash is correct and the preload is sufficient.
As stated before, ensure that the last adjustment made to the left adjuster tightens it. Thatwill eliminate the possibility of a space between the adjuster and the bearing race.
Outside Shim DesignThis design uses shims between the carrier bearing races and the housing. Initially set thebacklash with very little carrier bearing preload. After setting the backlash, add equalamounts of shims to both sides of the carrier to set the carrier bearing preload as tight aspossible without damaging the shims (carrier bearings in this axle design hardly ever faildue to excessive carrier bearing preload). n If the preload is close and the backlash is loose, add shims to the left side. This increas-
es the carrier bearing preload and tightens the backlash at the same time.n If the preload is close and the backlash is too tight, add shims to the right side. This
increases both the carrier bearing preload and the backlash at the same time.
Inside Shim DesignThis design uses shims between the carrier bearing and the case. Initially set the backlashtight and the preload light, as it will make carrier removal and installation easier. After settingthe backlash, add equal amounts of shims to both sides until the correct preload is achieved.n If the preload is close and the backlash is loose, add shims to the left side. This increas-
es the carrier bearing preload and tightens the backlash at the same time.n If the preload is close and the backlash is too tight, add shims to the right side. This
increases the carrier bearing preload and the backlash at the same time.
PatternNow that the pinion depth, pinion bearing preload, backlash, and carrier bearing preloadare set, check the pattern one last time to make sure that it is correct.
OilWhen filling the axle with oil, use a high quality name brand and fill the unit to the manu-facturer’s recommended capacity. Synthetic oil is recomended for most applications.
ASSEMBLY 3
FINAL CHECKS 4
Kit Installation Manual 15
7 PINION IS TOO CLOSE
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
14 Kit Installation Manual
ACCEPTABLE PATTERNS 6
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Kit Installation Manual 15
7 PINION IS TOO CLOSE
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
14 Kit Installation Manual
ACCEPTABLE PATTERNS 6
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Kit Installation Manual 17
Checking BacklashBacklash is the free movement of the ring gear with the pinion gear fixed in place. All ringand pinion sets are matched pairs. Make sure you have a matched ring and pinion set.Clean all parts before you start assembly. Apply a light coat of oil to all bearings. Examineall components and remove any burs, nicks or sharp edges that could cause componentsseat improperly.1. Set backlash to proper clearance. (See page 11)2. Shim or adjust the ring gear away from or closer to the pinion to get the correct back-
lash.3. The pinion bearing preload should match those recommended on the specification
sheet (See page 2). Achieve the recommended preload with a preload shim pack (com-bine shims of various thicknesses) or a collapsible crush sleeve. Use a new crush sleeveduring final assembly.
4. Achieve the pinion depth by shimming the pinion toward or away from the ring gearcenterline. Start with the same shim thickness on the new gear set as on the old set.Note that not all housings are shimmed in the same location.
Obtaining Proper Gear Pattern
1. Normal or desirable pattern: The pattern should be centered on the tooth from face toflank. There should be some clearance between the pattern and the top of the tooth(face) and between the pattern and the bottom of the tooth (flank).
2. Pinion is too close: Move the pinion away from the ring gear centerline.
3. Pinion is too far away: Move the pinion towards the ring gear centerline.
9 INSTRUCTIONS SUMMARY
Drive SideHeel
Coast SideHeel
Toes
Drive SideHeel
Coast SideHeel
Toes
Drive SideHeel
Coast SideHeel
Toes
16 Kit Installation Manual
PINION IS TOO FAR AWAY 8
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Kit Installation Manual 17
Checking BacklashBacklash is the free movement of the ring gear with the pinion gear fixed in place. All ringand pinion sets are matched pairs. Make sure you have a matched ring and pinion set.Clean all parts before you start assembly. Apply a light coat of oil to all bearings. Examineall components and remove any burs, nicks or sharp edges that could cause componentsseat improperly.1. Set backlash to proper clearance. (See page 11)2. Shim or adjust the ring gear away from or closer to the pinion to get the correct back-
lash.3. The pinion bearing preload should match those recommended on the specification
sheet (See page 2). Achieve the recommended preload with a preload shim pack (com-bine shims of various thicknesses) or a collapsible crush sleeve. Use a new crush sleeveduring final assembly.
4. Achieve the pinion depth by shimming the pinion toward or away from the ring gearcenterline. Start with the same shim thickness on the new gear set as on the old set.Note that not all housings are shimmed in the same location.
Obtaining Proper Gear Pattern
1. Normal or desirable pattern: The pattern should be centered on the tooth from face toflank. There should be some clearance between the pattern and the top of the tooth(face) and between the pattern and the bottom of the tooth (flank).
2. Pinion is too close: Move the pinion away from the ring gear centerline.
3. Pinion is too far away: Move the pinion towards the ring gear centerline.
9 INSTRUCTIONS SUMMARY
Drive SideHeel
Coast SideHeel
Toes
Drive SideHeel
Coast SideHeel
Toes
Drive SideHeel
Coast SideHeel
Toes
16 Kit Installation Manual
PINION IS TOO FAR AWAY 8
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
Heel(Outer end)
Drive
Coast
Toe(Inner end)
18 Kit Installation Manual
Pattern Movements Summarized1. Move the ring gear closer to the pinion to decrease backlash.2. Move the ring gear farther from the pinion gear to increase backlash.3. Move the pinion closer to the ring gear to move the drive the pattern deeper on the
tooth (flank contact) and slightly toward the toe. The coast pattern will move deeper onthe tooth and slightly toward the heel.
4. Move the pinion further away from the ring gear to move the drive pattern toward thetop of the tooth (face) and slightly toward the heel. The coast pattern will move towardthe top of the tooth and slightly toward the toe.
New Gear Break-InAll new gear sets require a break-in period to prevent overheating damage. Any overload-ing or overheating will break down the gear oil, which will cause the ring and pinion to fail.This can be determined by inspection and will void the gears’ warranty.
Please follow these guidelines to insure proper break-in.n Avoid heavy acceleration during the break-in process. n Drive the vehicle lightly for the first 15 to 20 miles and stop. Let the differential cool
before proceeding. n Avoid heavy acceleration for the first 100 miles.n Drive the vehicle at least 500 miles before towing to retain the gears’ warranty.n When towing for the first time, drive for a very short distances (less than 15 miles) with
the full load and stop. Let the differential cool for about 20 minutes before proceeding.Repeat this procedure two more times (45 miles total) to fully break in the gears.
n Change the oil after the first 500 miles. This will remove any metal particles and phos-phoric coating shed by the gear set during the gears’ break-in period.
These towing instructions may seem unnecessary to most people, but we have seenmany differentials damaged from being loaded before the gear set was fully broken-in.
Overloaded or overheated gear oil will break down and destroy the ring and pinion!
INSTRUCTIONS SUMMARY 9
BREAK-IN INFORMATION 10
Axle Style Maximum Tire DiameterDana 30 33 inchesDana M35 35 inchesDana 44 35 inchesToyota 8 35 inchesToyota 16 35 inchesTLC - 30 35 inchesFord 10.25 37 inchesDana 60 37 inches
Yukon Maximum Recommended Tire Size
New Gear Break-InAll new gear sets require a break-in period to prevent overheating damage. Anyoverloading or overheating will break down the gear oil, which will cause the ringand pinion to fail. This can be determined by inspection and will void the gears’warranty.
Please follow these guidelines to insure proper break-in.n Avoid heavy acceleration during the break-in process. n Drive the vehicle lightly for the first 15 to 20 miles and stop. Let the differential
cool before proceeding. n Avoid heavy acceleration for the first 100 miles.n Drive the vehicle at least 500 miles before towing to retain the gears’ warranty.n When towing for the first time, drive for a very short distances (less than 15
miles) with the full load and stop. Let the differential cool for about 20 minutesbefore proceeding. Repeat this procedure two more times (45 miles total) tofully break in the gears.
n Change the oil after the first 500 miles. This will remove any metal particlesand phosphoric coating shed by the gear set during the gears’ break-in period.
These towing instructions may seem unnecessary to most people, but we haveseen many differentials damaged from being loaded before the gear set was fullybroken-in.
OVERLOADED OR OVERHEATED GEAROIL WILL BREAK DOWN
AND DESTROY THE RING AND PINION!
18 Kit Installation Manual
Pattern Movements Summarized1. Move the ring gear closer to the pinion to decrease backlash.2. Move the ring gear farther from the pinion gear to increase backlash.3. Move the pinion closer to the ring gear to move the drive the pattern deeper on the
tooth (flank contact) and slightly toward the toe. The coast pattern will move deeper onthe tooth and slightly toward the heel.
4. Move the pinion further away from the ring gear to move the drive pattern toward thetop of the tooth (face) and slightly toward the heel. The coast pattern will move towardthe top of the tooth and slightly toward the toe.
New Gear Break-InAll new gear sets require a break-in period to prevent overheating damage. Any overload-ing or overheating will break down the gear oil, which will cause the ring and pinion to fail.This can be determined by inspection and will void the gears’ warranty.
Please follow these guidelines to insure proper break-in.n Avoid heavy acceleration during the break-in process. n Drive the vehicle lightly for the first 15 to 20 miles and stop. Let the differential cool
before proceeding. n Avoid heavy acceleration for the first 100 miles.n Drive the vehicle at least 500 miles before towing to retain the gears’ warranty.n When towing for the first time, drive for a very short distances (less than 15 miles) with
the full load and stop. Let the differential cool for about 20 minutes before proceeding.Repeat this procedure two more times (45 miles total) to fully break in the gears.
n Change the oil after the first 500 miles. This will remove any metal particles and phos-phoric coating shed by the gear set during the gears’ break-in period.
These towing instructions may seem unnecessary to most people, but we have seenmany differentials damaged from being loaded before the gear set was fully broken-in.
Overloaded or overheated gear oil will break down and destroy the ring and pinion!
INSTRUCTIONS SUMMARY 9
BREAK-IN INFORMATION 10
Axle Style Maximum Tire DiameterDana 30 33 inchesDana M35 35 inchesDana 44 35 inchesToyota 8 35 inchesToyota 16 35 inchesTLC - 30 35 inchesFord 10.25 37 inchesDana 60 37 inches
Yukon Maximum Recommended Tire Size
New Gear Break-InAll new gear sets require a break-in period to prevent overheating damage. Anyoverloading or overheating will break down the gear oil, which will cause the ringand pinion to fail. This can be determined by inspection and will void the gears’warranty.
Please follow these guidelines to insure proper break-in.n Avoid heavy acceleration during the break-in process. n Drive the vehicle lightly for the first 15 to 20 miles and stop. Let the differential
cool before proceeding. n Avoid heavy acceleration for the first 100 miles.n Drive the vehicle at least 500 miles before towing to retain the gears’ warranty.n When towing for the first time, drive for a very short distances (less than 15
miles) with the full load and stop. Let the differential cool for about 20 minutesbefore proceeding. Repeat this procedure two more times (45 miles total) tofully break in the gears.
n Change the oil after the first 500 miles. This will remove any metal particlesand phosphoric coating shed by the gear set during the gears’ break-in period.
These towing instructions may seem unnecessary to most people, but we haveseen many differentials damaged from being loaded before the gear set was fullybroken-in.
OVERLOADED OR OVERHEATED GEAROIL WILL BREAK DOWN
AND DESTROY THE RING AND PINION!
Warranty Details
Yukon Gear & Axle® (“Yukon”) warrants the original retail purchaser that all Yukonproducts will be free from defects in materials and workmanship for the warranty period (see website for details). Yukon makes no other warranty of any kind, express
or implied. All other warranties, including but not limited to an implied warranty of merchantability or fitness for a particular purpose, are excluded. This warranty is offered pro-vided that the Yukon product has been installed and maintained in accordance with Yukoninstructions, and that it has not been subject to modification, accident, abnormal use or mis-use. At Yukon’s discretion, this warranty may be voided if installation of Yukon product(s)occurs on vehicles with tires that exceed Yukon Maximum Recommended Tire Size. Uponnotification of a warranty claim, Yukon shall investigate the claim of defect, and, in the eventof a verified defect, shall, at their sole choice, either repair the defective product, replace it,or refund the purchase price.
This warranty does not cover, and Yukon shall not be liable for, incidental or consequentialdamages, including loss of time, road service charges, labor charges, inconvenience, loss ofvehicle use, loss of revenues, or loss or damage to personal property (including loss or damage to vehicle parts due to the failure of the Yukon product). In addition, this warrantydoes not cover, and Yukon shall not be liable for, any undertaking, representation, or agree-ments made by dealers or other third parties selling Yukon Gear & Axle® products, exceptwhere such agreements are within the provisions of this Warranty statement. Also, this warranty does not cover damage to the axle caused by or facilitated by failure of a non-Yukoncomponent.
This agreement offers you specific legal rights. You may also have other rights which varyfrom state to state.
For Your RecordsName:
Date:
Invoice # Yukon Part #