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  • Model 19DPlanetary

    Drive Axle

  • FOREWORD

    This manual has been prepared to provide the customer and the maintenance personnel with

    information and instructions on the maintenance and repair of the DANA SPICER OFF-

    HIGHWAY PRODUCTS DIVISION product.

    Extreme care has been exercised in the design, selection of materials, and manufacturing of

    these units. The slight outlay in personal attention and cost required to provide regular and

    proper lubrication, inspection at stated intervals, and such adjustments as may be indicated will

    be reimbursed many times in low cost operation and trouble free service.

    In order to become familiar with the various parts of the product, its principle of operation,

    troubleshooting, and adjustments, it is urged that the mechanic studies the instructions in this

    manual carefully and use it as a reference when performing maintenance and repair operations.

    Whenever repair or replacement of component parts is required, only DANA SPICER OFF-

    HIGHWAY PRODUCTS DIVISION-approved parts as listed in the applicable parts manual

    should be used. Use of "will-fit" or non-approved parts may endanger proper operation and

    performance of the equipment. DANA SPICER OFF-HIGHWAY PRODUCTS DIVISION does

    not warrant repair or replacement parts, nor failures resulting from the use of parts which are not

    supplied by or approved by DANA SPICER OFF-HIGHWAY PRODUCTS DIVISION.

    IMPORTANT: Always furnish the Distributor with the serial and model number when

    ordering parts.

  • TABLE OF CONTENTS

    NOTE: Metric Dimensions Shown in Brackets [ ].

    1

  • DESCRIPTIONThe axle assembly has a spiral bevel type ring gear andpinion with further reduction provided by planetary gear setwithin the wheel hub.

    PRIMARY REDUCTIONThe spiral bevel pinion and ring gear transmit powerthrough the center differential pinions, side gears, and tothe axle shaft. The spiral bevel differential assembly ismounted on tapered roller bearings which are adjusted bypositioning of the two threaded adjusting nuts mounted inthe differential carrier and cap assembly. The tapered rollerpinion bearing preload is adjusted and maintained by ahardened and precision ground spacer positioned betweeninner and outer bearings. Spacer is selected at assembly.

    SECONDARY REDUCTIONIn the wheel hub, a self-centering sun gear is spline fittedto the axle shaft and drives three planetary pinion gears.These gears in turn rnesh with and react against a rigidlymounted internal ring gear. The planet gears rotate onneedle roller bearings mounted on hardened and groundpins located in the planet carrier which in turn drives thewheel hub. Positive

    lubrication keeps all moving parts bathed in lubricant toreduce friction, heat, and wear.

    (LCB) LIQUID COOLED BRAKESThe liquid cooled brake is ideal for use in contaminated ortemperature sensitive environments and in machineswhere extra long maintenance intervals are required.Braking action of the liquid cooled brakes is achievedthrough the application of the hydraulic piston with therotating graphitic friction surfaces which react withstationary stator plates. The stator plates are retained byscalloped tangs at the outside diameter, which in turntransfer the reaction torque to the rigid outside housing.

    Tangs on the O.D. of the friction discs prevent the discsfrom dropping out of alignment when the wheel hub isremoved for wheel bearing adjustments. This providesease of service reassembly.

    Hub splines are long enough to engage all friction discsbefore bearings or seals are set. This provides ease ofassembly and assures the ability to accurately adjustwheel bearings.

    Wheel bearings can be serviced as in any normal bearingservice procedure.

    RECOMMENDED LUBRICANTS FOR CLARK DRIVE AXLES

    Initial FillGrade 85W140 qualified MIL-L-2105C gear lubricant as specified in Clark MS-8 engineering standard is preferred for initial fill

    for most ambient temperatures. (See chart on page 4.) For other ambient temperature ranges use proper viscosities of MIL-L-2105C.

    Other lubricants approved to MIL-L-21 05C specifications are acceptable for initial fill or top off.

    Service FillMultipurpose gear lubricants approved to the MIL-L-2105C specifications are recommended. MIL-L-2105C

    classifies multigrade gear lubricants on the basis of the viscosities at various temperatures.Listed on page 4 are the recommended multigrade viscosities for use at the prevailing operating temperatures in

    Clark Drive Axles.

    MS-8 EXTREME GEAR LUBRICANTMS-8 specifications cover a gear lubricant for use in heavy-duty axles. It is a highly refined base stock properly compounded

    with selected extreme pressure additives. MS-8 meets MIL-L-2105C but is fortified with an additive package that provides addedprotection during the break-in period and reduced wear and improved efficiency during

    subsequent operation.

    APPROXIMATE LUBRICANT CAPACITIES

    Note: All quantities are shown in pints; 1 pint 1

    pound 1 [liter].

    Below listed capacities are approximate. Fill to proper level as instructed in this manual. Always fill wheel ends andaxle centers to the bottom of the oil level plug hole.

    -3

  • For proper viscosity lube, refer to fahrenheit or celsius chart

    below.

    Gear Lubricant Chart

    Multigrade ViscositiesMIL-L-2l0SC

    Ambient Temperature Ranges See (a) note below.-40F to -10F (-40C to -23C) 75W See (b) note below.-40F to 0F (-40C to -18C) 75W80-40F to + 100F (-40C to -38C) 75W90-40F + Above (-40C + Above) 75W140-15F to 100F (-26C to 38C) 80W90-15F + Above (-26C + Above) 80W140+10F + Above (-12C + Above) 85W140

    Notes:(a) The MIL-L-2105C Specification replaced the MIL-L-2105B

    Specification.

    (b) The MIL-L-2105C 75W Classification replaced theMIL-L-10324A Subarctic Specification.

    Note: Specifications are subject to change.Liquid Cooled Brakes (LCB)

    A, The following oils are allowable to use on the actuator side of the 10,000 & 20,000 series liquid cooled brakes.1 -Motor Oil APl SE/CD.2 MIL-L-46152B/MIL-L-2104 C or D.3 ATF C-3 or oDEXRON. Not oDEXRON II@ (See Note Below).

    4 -Hydraulic Oils.5 -Water/Oil Invert Emulsion.6 Synthetic Gear Oils (Chemical Ester)

    B. Brake sump cooling oils (when external cooling is used). The following cooling oils are recommended in order of preference. 1 -Organic Esters2 Hydraulic Oil3 MIL-L-46152B/MIL-L-2104 C or D.4 ATF C-3 or oDEXRON@. Not DEXRON II@ (See Note Below).

    5 -Motor Oil API SE/CD.6 -Invert Emulsionand all of the oils in A above can be used in the brake sump except water/oil invert emulsion must not be used with the LCB 10,000 series shipped fromClark before 1 June 1984 because of incompatibility with the friction discs.

    C. Axle assemblies with Liquid Cooled Brakes having a common brake and gear sump (no brake external cooling used), use 1 -Gear Lubricant meetingClark specifications MS-8,

    2 MIL-L-2105C.

    NOTE: DEXRON "@ is not compatible with graphic friction plate material unlessit meets the approved C-3 specifications. *DEXRON is aregistered trademark of General Motors Corporation.

    -4

  • CHECKING OIL LEVEL IN DRIVE AXLES

    For off-highway operation, check Iubricant level after each 250 hours of operation. Always maintain lubricantlevel to bottom of filler plug hole. Drain oil every 2,500 hours or one year, whichever comes first.

    For highway operation, lubrication should be checked each 5,000 miles [8,000 km]. Maintain lubricant level tobottom of filler plug hole. Drain oil every 25,000 miles [40,000 km] or one year, whichever comes first.

    To check oil level in axles with differential drive and planetary wheel ends, the axle should be run first, then allowed to stand for a minimumof five minutes on level ground. This procedure will allow oil to drain back to its normal level. After the five minute interval, remove oil filler plugat axle center and in the planetary wheel ends for oil level inspection. If oil level is not to the bottom of the filler hole, add necessary lubricant.*

    LIQUID COOLED BRAKE - LUBRICATION

    The self-contained liquid cooled brake system uses the same lube as the axle center section and wheel ends. There are no seals betweenthe spindles and wheel hubs. Oil that lubricates the differential and planetary wheel ends also lubricates and cools the brake assembly. The oillevel is the same height as the planet and axle center and the brake may be filled and oil level checked at the planet carrier assembly or planetcarrier cover.

    Brake oil changes would be accomplished at the same time the axle lube is changed. Contaminates resulting

    from braking will not affect axle within normal oil change periods.CAUTION: On all axles with liquid cooled brakes, check brake drain plug for presence of axle lube for axles

    without forced cooling, or cooling fluid for axles with forced cooling.

    LIQUID COOLED BRAKE -DRAINING

    To drain the brake housing, remove the bottom drain plug from the brake housing. Remove the inlet plug below the bleeder screw. Allowenough time for housing to drain completely.

    CHECKING AND FILLING PLANETARY WHEEL ENDS

    Always check lubricant level in planetary wheel ends, with wheel hub oil level plug in a down position. Remove oil level plug. If lubricant isbelow oil level hole, remove filler plug and fill to oil level hole.* Reinstall pipe plugs.

    DRAlNING THE AXLE CENTER AND WHEEL ENDS

    Draining is best accomplished immediately after the vehicle has operated a short time or completed a trip. The lubricant is then warm andwill flow freely, allowing full drainage in minimum time. This is particularly desirable in cold weather.

    Remove plug at bottom of axle housing and allow sufficient time for lubricant to drain. With planetary wheel ends, rotate wheel until fillerhole is down. Remove plug and allow sufficient time for draining. Be sure planet cover oil level hole is in proper position when refilling wheelends.

    * NOTE: When filling the axle housing, planetary wheel ends, and brakes, allow enough time for lubricant to

    flow through the various components in the differential, planetary housing, and the brake assembly. Afterfilling is completed, allow a few minutes for lubricant to attain its level and recheck each wheel end and theaxle center. Add lubricant if necessary.

    -5

  • -6

  • DRIVE AXLE ASSEMBLY WITHLIQUID COOLED BRAKES

    Item Description Quantity Item Description Quantity

  • AXLE ASSEMBL Y INSTRUCTION ILLUSTRATION19D SERIES (WITH LIQUID COOLED BRAKES)

    -8

  • -22

  • DRIVE AXLE ASSEMBLYWITH DRY DISC BRAKES

    Item Description Quantity Item Description Quantity

  • AXLE ASSEMBL Y INSTRUCTION ILLUSTRATION 19DSERIES (WITH DRY DISC BRAKES)

    -24

  • -33

  • DRY DISC BRAKE ASSEMBLY

  • GENERAL INFORMATION -FIGURE 1The calipers are used as service brakes for hydraulic brakesystems. All calipers mount to a fixed position on fixed-position discs. The caliper has four pistons with two pistonson each side of the disc. The linings are made from non-asbestos material.

    One or two calipers can be used on a disc. If one caliper isused, it is mounted at the 12 o'clock position. If two calipersare used, they are mounted at the 3 o'clock and the 9o'clock positions.

    FLUIDFor the fluid specifications, see the recommendations ofthe vehicle or equipment manufacturer.

    CAUTIONUse only the specified hydraulic fluid. Do not use differentbrake fluids. The wrong fluid will damage the rubber partsof the caliper.

    INSPECTIONInspect the caliper and the linings at the intervalrecommended by the equipment manufacturer or on aperiodic basis that depends on how the caliper is used.

    INSPECTION OF THE LININGS -FIGURE 2 C. Oil or Grease on Linings -Remove grease or oilInspect the lining for: with denatured alcohol or by reburnishing the

    linings. If grease or oil cannot be removed, replaceA. Lining Wear -Replace the linings when the the linings.

    thickness of the lining is less than 1/8 inch [3 mm].D. Cracks on Linings -Replace linings that have

    B. Linings Wear Not Even -Replace the linings cracks.when the thickness of the linings is very differenton each lining. Check the pistons for correct NOTE: Cracks on the surface of the linings areoperation. normal when the caliper is used under high

    temperature conditions.Replace pistons that are locked in the bore. Checkthat the disc surface is flat and parallel to the CAUTION: Always replace both linings. If only onelinings. lining is replaced, possible disc damage can occur.

    -35

    DRY DISC BRAKE HEAD SERVICE INFORMATION(Service Information Provided By Rockwell International)

  • INSPECTION OF THE CALIPER HOUSINGInspect the following areas for fluid leaks:

    A. Pistons -If the fluid leaks at the piston,disassemble the caliper. Inspect the pistons, the bores,the "0" rings, and the backup rings. Service asnecessary.

    B. Cylinder Head -If the fluid leaks at the cylinder head,tighten the cylinder head, the inlet fitting or the plug. Ifthe leak continues, disassemble thecaliper. Inspect the cylinder head threads, thehousing threads, and the "0" ring. Service as necessary.

    C. Bleeder Screw -If fluid leaks at the bleeder screw,tighten the bleeder screw. If the leak continues, replacethe bleeder screw.

    D. Inlet Fitting -If fluid leaks at the inlet flitting, tighten thefitting. If the leak continues, the "0" ring must bereplaced. FIGURE 3

    INSPECTION OF THE DUST COVERS

    Inspect to make sure that the dust covers are soft and can bend.

    Disassemble the caliper to replace dust covers that are hard or

    damaged.

    INSPECTION OF THE DISC -FIGURE 4

    Inspect the disc. If the disc is worn beyond the wear limits, replace

    the disc. See the recommendations of the manufacturer for wear

    limits on the disc.

    -36

  • 1 .Remove the bolts that fasten the end plates to one sideof the caliper housing. Remove the end plates.

    2. Loosen the bleeder screws to release the hydraulicpressure in the caliper.

    3. Use a piece of wood against the linings as a pry bar topush the pistons completely into the housing. Tighten thebleeder screws. FIGURE 6

    4. Remove the linings from the caliper housing. Ifnecessary, discard the linings.

    CAUTION: Always replace both linings. If only one lining isreplaced, possible disc damage can occur.

    5. Install the linings in the caliper housing.

    6. Apply Loctite #271 or equivalent to the threads ofthe bolts that fasten the end plates to the housing.

    7. Put the end plates on the housing. Install and tighten thebolts to 170 Ibf.ft [230 Nom]. Make sure the linings movefreely in the housing.

    8. Remove the air from the brake system. See Bleeding theBrakes in this manual.

    9. Apply and release the brakes three times to make surethe caliper operates correctly. Check for fluid leaks. Makesure the linings move freely in the housing.

    -37

  • REMOVAL OF THE CALIPER

    1. Disconnect the brake line from the inlet fitting. Put a plugin the brake line and the inlet fitting to preventcontamination of the system.

    2. Remove the bolts that fasten the end plates to thecaliper housing. Remove the end plates. Remove the brakelinings from the caliper housing.

    3. Remove the fasteners that hold the caliper housing onthe mounting bracket. Remove the caliper housing from themounting bracket. If shims are used between the housingand the bracket, mark the position of the shims.

    INSTALLATION OF THE CALIPER

    1. If shims are used, put the shims in the positionmarked during removal.

    2. Put the caliper housing on the mounting bracket. Installthe fasteners that hold the caliper on the bracket. Tightenthe fasteners to the torque specified by the equipmentmanufacturer.

    3. Install the brake linings in the caliper housing. ApplyLoctite #271 or equivalent to the threads of the bolts thatfasten the end plates to the housing.

    4. Put the end plates on the housing. Install and tighten thebolts to 170 Ibf.ft [230 N.m] .

    5. Make sure the housing is installed correctly on themounting bracket. The disc must be in the (;enter betweenthe linings. The linings must move freely in the housing.FIGURE 7

    6. Remove the plugs from the brake line and the inletfitting. Connect the brake line to the inlet fitting.

    7. Remove the air from the brake system. See Bleeding theBrakes in this manual.

    8. Apply and release the brakes three times to make surethe caliper operates correctly. Check for fluid leaks. Makesure the linings move freely in the caliper.

    DISASSEMBLY OF THE CALIPER

    1. Remove the inlet fitting and the "0" ring from the cylinderhead. Drain the hydraulic fluid from the caliper. Discard thefluid.

    2. Clean the outside of the housing with denatured alcohol.Dry the housing with compressed air or a clean cloth.

    3. If installed, remove the bolts that hold the end plates onthe housing. Remove the end plates and linings.

    4. Remove the pistons from the side of the housingopposite the mounting plate according to the followingprocedure :

    A. Use a C-clamp to hold a 1/2 inch [50 mm]block of wood against the two pistons on themounting side of the housing. Make sure theC-clamp is not in the area in frontof the piston bore. FIGURE 8

    WARNING: Do not put your hand in front of the pistonswhen you force out the pistons. Personal injury may occur.

    -38

  • B. Apply compressed air to the inlet fitting to force thepistons out of the housing. If one piston comes out

    before the other piston, put a piece of wood in front ofthe piston that comes out first. Apply compressed lairto force the other piston out of the housing. FIGURE9

    C. Remove the wood block and the C-clamp from thehousing.

    D. Remove the pistons from the bores thatare opposite from the mounting plate.

    5. Remove the two bleeder screws from the housing.

    6. Put an open-end wrench on the two flat areas on top of thecylinder head. Remove the cylinder heads from the housing.Inspect the "0" ring on the cylinder head for cuts and damage.Remove and discard the "0" ring. FIGURE 10

    7. Remove the pistons from the mounting plate side of thehousing. Push on the ends of the pistons to force them out of thedisc side of the housing.

    FIGURE 11

    -39

    8. Remove the dust covers from the housing.

    9. Inspect the "0" rings and the backup rings in the housing for cutsand damage. Remove and discard the "0" rings and the backuprings. Inspect the ring grooves in the housing for scratches andrust. Remove small scratches and rust with emery cloth. Replacethe housing if there are large scratches or large amounts of rust.

    FIGURE 12

    10. Inspect the pistons and the bores for scratches and rust.Remove small scratches and rust with emery cloth. Replace thecomponent if there are large scratches or large amounts of rust.

    11. Measure the outer diameter of the piston. Replace the piston ifthe outer diameter is less than 2.995 inch [76,073 mm]. FIGURE13

  • 12. Measure the inner diameter of the piston bore in thecaliper housing. Replace the housing if the inner diameterof the bore is more than 3.003 inch [76,276 rnm]. FIGURE14

    ASSEMBLY OF THE CALIPER

    CAUTION: Use only the specified components when youassemble the caliper. Do not mix components from other calipers.If you install the wrong components, the caliper will not operatecorrectly and may cause injury to the operator and damage to theequipment.

    1. Use the hydraulic fluid that is used in the system and lubricatethe following components:

    Pistons Backup RingsBores Housing "O" ringsRing Grooves in Housing Cylinder Head "O" ringSDust Covers

    -40

    4. Install the pistons in the housing. Push the pistons in from the

    lining side of the housing. Make sure the pistons are straight in the

    bores. Push each piston into the bore until the top of the piston is

    even with the top of the dust cover. FIGURES 16 AND 17

    2. Install a new "0" ring and a new backup ring in thegroove in the middle of the bore. The "0" ring is installedtoward the outboard end of the bore. The backup ring isinstalled toward the lining side of the bore.

    3. Install a new dust cover in the top groove of the bore.FIGURE 15

    NOTE: The "0" rings, backup rings, dust covers, pistons,and bores must be lubricated with the hydraulic fluid usedin the system before you can install the pistons.

  • 5. Install a new "0" ring in the groove on the cylinder head.Make sure the "0" ring is not cut by the threads on thecylinder head.

    6. Install the cylinder heads in the caliper housing. Tightenthe cylinder heads to 75 Ibf.ft [100 N.m] as shown in Figure18.

    7. Install the bleeder screws in the housing.

    8. Install the "0" ring and the inlet fitting in the cylinderhead.

    BLEEDING THE BRAKES

    You must bleed the brakes to remove air from the brakesystem when you remove and replace the caliper or thelinings. If two calipers are used, first bleed the caliper thatis further from the master cylinder. Bleed the brakes asfollows: FIGURES 19 AND 20

    1. Make sure that the fluid level in the master cylinder is atthe specified level. If necessary, fill the master cylinder tothe specified fluid level. See the recommendations of theequipment manufacturer for

    -41

    the specified type of brake fluid and the specified fluidlevel,

    CAUTION: Use only the specified hydraulic fluid. Thewrong fluid will damage the rubber parts in the caliper.

    2. Put a clear tube on each bleeder screw. Submerge theother end of the tube in a clear container of the specifiedbrake fluid.

    3. Loosen the bleeder screw that is further from the mastercylinder.

    4. Slowly apply low hydraulic pressure to the caliper. Donot release pressure. Continue to apply pressure untilbubbles do not appear in the container of brake fluid.Tighten the bottom bleeder screw and then tighten the topbleeder screw. Release the pressure to the caliper. Checkthe fluid level in the master cylinder. If necessary, fill to thespecified level. See the recommendations of the equipmentmanufacturer.

  • NOTE: If an air/hydraulic or mechanical actuator system isused, pushing the pedal to the down position does notremove all the air from the system. Tighten the bleederscrew before returning the pedal to the up position so thatair is not pulled back into the system. After the pedal is inthe up position, loosen the bleeder screw and push thepedal down until air is removed from the system. Tightenthe bleeder screw before releasing the pedal.

    5. Loosen the bleeder screw that is closest to the mastercylinder.

    6. Slowly apply low hydraulic pressure to the caliper. Donot release pressure. Continue to apply pressure untilbubbles do not appear in the container of brake fluid.Tighten the top bleeder Screw. Release the pressure to thecaliper.

    7. Check the fluid level in the master cylinder. If necessary,fill to the specified level. See the recommendations of theequipment manufacturer.

    8. Apply and release the brakes three times to make surethe caliper operates correctly. Check for fluid leaks. Makesure the linings move freely in the caliper.

    -42

  • -44

  • DRIVE AXLE ASSEMBLYWITHOUT WHEEL BRAKES

    Item Description Quantity Item Description Quantity

  • OVERHAUL OF AXLE ASSEMBLY(Less Wheel Brakes)

    NOTE: Procedure for disassembly and reassembly of axles without brakes are the same as axles with dry disc

    brakes except where noted.

    If face seal retainer was replaced or removed from the spindle, apply a continuous coat of Loctite sealer #515 to the seal retainerarea on the spindle. It is recommended the seal retainer be heated to 375F [190,6C] and pressed against shoulder on spindle.

    Press inner and outer bearing cups into position in wheel hub. Position inner bearing in bearing cup. Install

    face seal in seal retainer and in wheel hub per instruction on face seal installation on page 93. Refer to Figure

    29 on page 30 for axle reassembly.

    -46

  • DIFFERENTIAL ASSEMBLY SERVICE (LIMITED SLIPI, NoSPIN

    AND STANDARD)

    DESCRIPTION OF THE LIMITED SLIP HIGH TORQUE BIAS

    DIFFERENTIAL

    The Clark-Hurth POSI TORQ limited slip differential is designed to prevent the severe loss of traction which occurs when one wheel

    encounters adverse tractive conditions such as slippery, wet, muddy conditions and the uneven terrain often encountered in off-road vehicle

    operations. This terrain can cause the vehicle to become immobile because of the spinning of one wheel.

    The Clark-Hurth POSI TORQ differential uses clutch plates (which may optionally be spring loaded) to inhibit spinning and send torque to

    the high-traction wheel. With the spring loaded POSI TORQ, the wheel with the best traction can have up to five (5) times the torque of the wheel

    with poor traction (5:1 bias ratio) at low torque levels. The use of clutches in the differential provides high torque bias while maintaining a smooth

    differential action. This eliminates the drive line shock inherent in locking type differentials.

    FEATURES:

    .Increases traction in adverse driving conditions over a standard differential.

    .Reduces tire wear.

    .Eliminates shock loadings caused by locking differentials.

    .Improves steering over a locking differential.

    .Directs torque away from a slipping wheel to the wheel with the most traction

    .Provides Up to five (5) times the torque to the tractive wheel as to the slipping wheel at low torque

    levels.

    .Uses a quiet four (4)-pinion gear differential with each pinion backed by a replaceable thrust

    washer to reduce maintenance costs

    .Available in two (2) versions -without springs and with springs depending on application

    requirements

    .Available Oil many Clark-Hurth axle models.

    -47

  • LIMITED SLIP DIFFERENTIAL

    General Description

    The limited slip differential is similar in construction to the torque proportioning or conventional differential. The difference is that the limited

    slip differential contains a set of discs, like those used in the Clark-Hurth transmission, which are mounted between the differential side gearsand differential case. These discs limit the amount of "differential" according to the amount of torque transmitted through the differentialassembly.* The purpose of the limited slip differential is to give better traction characteristics than a torque proportioning or conventionaldifferential and to give better "differential action" when turning than the "nospin" differential. The result is a compromise which provides goodtraction and less tire wear.

    * Differential action is that function of a differential which allows the outside wheel to rotate faster than the inside wheel when turning a machine.

    Operation

    In the limited slip differential there is a set of internally splined discs and a set of externally splined discs behind each side gear. The internaldiscs are splined to the side gear and must rotate when the side gear rotates. The external discs are splined to the differential case and mustrotate when the differential case rotates. The amount of torque transmitted through the differential assembly determines the force the side gears

    exert against the discs. When a small amount of torque is transmitted through the axle assembly, the side gears have little side thrust. When ahigh amount of torque is transmitted through the differential assembly, the side gears have a high side thrust and the discs are compressedtogether.

    When a machine is traveling straight, the side gears and the differential case are rotating at the same speed and there is no slipping actionbetween the discs When a machine is turning, the side gears must rotate at a different speed than the differential case. The discs must slip. The

    amount the discs slip is controlled by the pressure exerted by the side gear and the degree the machine is turned. If the torque transmittedthrough the axle is low, the discs are free to slip easily and "differential action" takes place easily. When the torque transmitted through the axleis high, the discs are compressed together by the force of the side gears and the "differential action" will not take place as easily.

    As the discs wear through normal use, the side gears move farther outward. The limited slip differential is self adjusting or self-compensatingfor wear -the torque proportioning axle is not.

    -48

  • Lubrication and Service

    The limited slip differential uses the same type of lubricant recommended for torque proportioning or conventional axles and theservice interval is the same. For proper lubrication of the discs the oil level in the axle housing had to be raised to the center lineof the housing. Any axle that comes from the factory equipped with the limited slip differential will have an oil level plug properlylocated in the center line of the housing.

    It is extremely important that the oil level be kept at the level plug. If the oil level becomes too low the discs will not receivesufficient lubrication and will wear rapidly.

    Disc Replacement in the Limited Slip Differential

    Disc replacement time is determined by the amount of material collected on the magnetic drain plug. When the oil level ischecked, examine the drain plug for metal particles. A considerable increase in the amount of metal particles found on themagnetic drain pug indicates the necessity for replacing the discs.

    Disassembly and Assembly of the Differential Unit

    The limited slip differential unit is disassembled and assembled like the conventional or torque proportioning differential unit. Theonly difference being the removal and installation of the discs. Note the position of the internally and externally splined discswhen disassembling and replace the discs in the same position.

    -49

  • NoSPiN differentials are ideal for vehicles that operate off-road, In badweather, or under other adverse traction conditions.

    PRIME FUNCTIONS

    .Assures "maximum traction" at all time..

    .Automatically permIts wheel speed differentiation whenvehicle turns or operates on uneven surfaces.

    OPERA TIONWhen a vehicle equipped with a NoSPIN differential is operated inforward or reverse over a smooth surface, the NoSPIN remains lockedBoth wheels thus turn at the same speed. If one wheel loses traction orleaves the ground, the opposite wheel, which still has traction, continuesto drive the vehicle until traction is regained by both wheels There canbe no one-wheel spinout when using NoSPIN differentials (Fig 1)

    When the vehicle turns a corner, or when one wheel passes over an obstruction,the outside wheel, or the wheel passing over the obstruction, must travel a greaterdistance and therefore faster than the other wheel When this occurs, the NoSPINdifferential automatically allows for the necessary difference in wheel speed. (Fig2)

    A comprehensive NoSPIN differential operation andmaintenance manual is available at a nominal charge.Contact service publications for Information as to how toorder.

    MAINTENANCELubricationThe NoSPIN differential is designed to operate in those lubricants recommended by

    the vehicle/axle manufacturer. No special lubricant is needed For certain coldweather applications, use the lightest oil the axle manufacturer will allow.

    Routine InspectionFollow the recommended lubrication, preventative maintenanceand inspection procedures of the vehicle/axle manufacturer aspart of NoSPIN differential preventative maintenance.Maintenance, inspection and lubrication requirements ofNoSPIN differential equipped vehicles are the same as forvehicles with conventional differentials

    AdjustmentsNo adjustments or alterations should be made to the NoSPINdifferential

    VEHICLE PERFORMANCEThe performance of a vehicle equipped with a NoSPIN differential will differ from thatof a vehicle equipped with a conventional differential For example

    When turning a corner, the sound of gear disengagement and reengagementmay be audible, and the transfer of driving torque from both wheels to onewheel may be noticeable

    When going from drive (acceleration) to coast (deceleration) in a turn, a "metallic"sound may be heard as torque flow is reversed (inside wheel engaged duringacceleration; outside wheel engaged during deceleration).

    These characteristics are normal because of backlash designed into the NoSPINdifferential

    When negotiating a turn under conditions of poor traction, the inside wheel mayreceive excessive torque which will cause it to break traction This will cause theinside wheel to slip until the turn is completed or until the inside wheel catches upwith the outside wheel

    CAUTION

    OperatorTurn the engine off and raise all driving wheels of a NoSPIN differential equippedaxle when changing tires to prevent the vehicle from moving Axles equipped withNoSPIN differentials deliver power to both wheels-even when only one wheel IS onthe ground

    Do not operate the vehicle If both wheels of a NoSPIN differential equipped axle arenot driving Power to only one wheel can cause serious steering problems

    Distribute the load evenly slde-to-slde do not exceed the vehicles rated payloadcapacity keep the diameter of the tires equal Failure to observe these measures cancreate a difference in Individual wheel speeds which can cause the NoSPINdifferential to deliver power to only one side of the vehicle and thus cause steeringproblems

    Operate In low gear when coasting downhill Into a turn Braking capacity IS reducedwhen a NoSPIN differential equipped vehicle makes a turn while coasting downhill

    MechanicNoSPIN differentials have compressed springs Use a retaining bolt or some otherrestraining means when separating the differential case halves

    .NoSPIN 'S a registered trademark at Tractech Inc

    -50

  • -52

  • DIFFERENTIAL AND CARRIER ASSEMBLYLIMITED SLIP

    Item Description Quantity Item Description Quantity

  • -54

  • DIFFERENTIAL AND CARRIER ASSEMBLYSTANDARD AND NoSPIN

    Item Description Quantity Item Description Quantity

  • 1850 DIFFERENTIAL AND CARRIER ASSEMBL Y

    -56

  • Posi- Torq

    Limited Slip

    Differential

    Performance Ranges

    POSI TORQ performs in a range dependent upon the size and design variation of the differential. The inclusion of springscreates pressure on the clutch plates that can increase the tractive effort of the high traction wheel to as much as five (5) timesover the wheel with the poor traction. As operating conditions improve and the torque level in the axle increases, the effect ofthe springs diminishes and the bias ratio declines.

    In a POSI TORQ without springs the clutch friction is proportional to axle torque, so bias ratio is constant over the axle torquerange. A bias of between 2 2.75 can be achieved in a POSI TORQ without springs.

    -75

  • 1850 POSI TORQ

    -76

  • -88

  • MULTI-DISC LlQUID COOLED BRAKE ASSEMBLY

    Item Description Quantity Item Description Quantity

  • LIQUID COOLED BRAKE LUBRICATION

    The self contained liquid cooled brake system uses the same lube as the axle center section and wheel ends. There are noseals between the spindles and wheel hubs. Oil that lubricates the differential and planetary wheel ends also lubricates andcools the brake assembly. The oil level is the same height as the planet and axle center and the brake may be filled and oil levelchecked at the planet carrier assembly or planet carrier cover. Brake oil changes would be accomplished at the same time theaxle lube is changed. Contaminates resulting from braking will not affect axle within normal oil change periods.

    NOTE: FOR FORCED COOLING, CONTACT CLARK-HURTH AXLE ENGINEERING.

    LIQUID COOLED BRAKE TESTING PROCEDURE 1.

    Connect a porto-power unit to brake line inlet.

    2. Pump porto-power up to about 500 P.S.I. [3447,4 kPa] and bleed brake. After all air is out ofbrake, pump porto-power up to 1000 P.S.I, [6894,8 kPa] and lock off. The gauge will show about 100 P.S.I.[689,5 kPa] drop. At this point the gauge should hold. After three (3) to five (5) mirnutes unlock gauge, letpressure bleed off so the gauge shows zero, then pump porto-power up to about 100 P.S.I. [689,5 kPa].Lock off porto-power. Gauge should hold at 100 P.S.I. [689,5 kPa]. Let stand for about five minutes. Ifpressure holds, the brake does not leak. If there is a drop in pressure on the gauge the brake is leaking andwill require a complete disassembly to replace the piston inner and/or outer sealing ring.

    3. After making a satisfactory test, relieve pressure on the porto-power and remove. Reinstall brakeline arnd bleed brakes in a normal manner.

  • FACE SEAL BREAK-IN PERIOD

    WHEN MACHINE IS IMMEDIATELY DRIVEN FROM PRODUCTION FLOOR OR AFTER FACE SEAL HAS BEEN REBUILT OR REPLACED,

    IT IS IMPERATIVE THAT A 15 MINUTE BREAK-IN PERIOD BE CONDUCTED AT NOT MORE THAN 25 RPM WHEEL SPEED, WHICH IS 5

    MPH MAX. AND IN 1ST GEAR OPERATION ONLY. THIS IS TO ALLOW THE SEAL RUBBERS AND METAL RINGS TO PROPERLY SEAT.

    RECOMMENDED LIQUID COOLED BRAKE COOLING OILS

    IT IS RECOMMENDED THAT AXLES WITH EXTERNAL COOLED LIQUID COOLED BRAKES (LCB) USE "TRACTOR HYDRAULIC FLUIDS"

    MEETING ALLISON C4 DESIGNATION FOR COOLING OIL. THIS FLUID HAS E.P. ADDITIVE FOR IMPROVED FACE SEAL LIFE AND

    FRICTION MODIFIERS FOR HIGH TORQUE AND QUIET BRAKE OPERATION.

    -91

  • SEAL REBUILDING INSTRUCTIONS FOR SPLIT SEAL INSTALLATION

    1. The rebuilding kit includes two (2) rubber rings (see Figure 1) and two (2) lint free wiping cloths. Both of the rubberrings must have barbs as shown in the drawing.

    NOTE: In rebuilding the seal do not intermix metal sealing rings. Keep original mated metal sealing rings as a set (see Figure 2).

    2. Before rebuilding the seal inspect the two metal sealing rings in the following manner to determine if it is acceptable for rebuilding.

    (a) The .sealing band must be within the outer half of the sealing face (see Figures 3 and 4). The sealing band is a

    narrow highly polished band on the sealing face.

    Seal acceptable for rebuilding Sealing band not within outer half of sealing face.

    Seal not acceptable for rebuilding.

    (b) The sealing band must be uniform in width and must be concentric with the I.D. and O.D. of the sealing face (see Figure 5).

    If the metal sealing rings do not meet the proper specifications, do not rebuild the seal-use a completely new seal.

    3. The metal sealing rings must be cleaned as follows:

    (a) Remove any foreign material from the back of the metal sealing rings with a scraper or wire brush (see Figure 6).

    (b) Clean the metal sealing rings with a clear! degreasing solvent then wipe with the lint free wiping cloths

    furnished in the rebuilding kit (see Figure 6).

    4. Assemble the rubber rings to the metal sealing rings. Be sure the rubber rings are completely seated against the back of sealing faces (see Figure 7).

    5. Apply a thin film of light oiI to one of the sealing faces, being careful not to wet other surfaces with oil (see Figure 7).

    Cleanliness is critical when handling these seals.

    6. See page 93 for face sea I installation instructions, and page 104 for Duo-Cone installation instructions.

    -92

  • FACE SEAL INSTALLATION INSTRUCTIONS

    1, Examine the seal carefully and note its four basic parts. It has two rubber members and two lapped metal sealing rings. On new face seals a clear

    plastic retainer band is optional and is used only to hold the seals together. Discard plastic band. Note that both rubber members have barbs at the

    O.D. The barbs are there to hold the seal halves concentrically in their bores while you are making the assembly; that is their only function.

    It is possible to push a rubber member off of the neck of the metal sealing ring. Do not install the seal while it is in this condition-the rubber member

    will not go back on the neck of the metal sealing ring by itself. Before installing the seal, you must push the rubber member back on the neck of the

    metal sealing ring. When installing the seal you must hold it so that you will not dislodge the rubber members from the metal sealing rings.

    2. The seal is intended to be held in its operating position by two counterbores.

    One (1) of these bores will be in the wheel hub (a rotating member) and the other bore will be stationary (in the liquid cooled brake housing.)

    The function of this seal is to prevent dirt from entering the axle end or axle lube from leaking.

    3. An important point to note is that there must be no oil or dirt on the bores, rubber members, or any area of the casting except the lapped face as

    explained below. Any oil or dirt in these areas must be removed with a clean degreasing solvent. (A new seal is packaged and shipped clean of oil

    and dirt, and need not be re-cleaned unless it has become contaminated.)

    4. Seals for split seal assembly may be shipped with their lapped sealing faces (interface) lightly pre-Iubed for installation under clean environmental

    conditions. If the seal has not been pre-Iubed or has become contaminated, the lapped face must be wiped clean and a few drops of light oil applied

    as a pre-Iube.

    5. Seal installation.

    (a) Remove oil and dirt from the seal bores using a clean degreasing solvent.

    (b) If the seal was shipped with a clear plastic retainer band, remove retainer band.

    (c) Install one-half of the seal all the way into one bore, being careful not to get oil or dirt on the O.D. of the rubber

    member or dislodge it from its metal sealing ring. (See drawing installation, Step 1.) Repeat the other half of the

    seal assembly into the other bore. Note that the barbs hold the seal halves concentrically in the bores.

    (d) Follow pre-Iube note in Step 4.

    (8) When the installation is complete (wheel hub to brake), rotate the wheel hub 3 complete revolutions to seat the seal faces.

    -93

  • SPIRAL BEVEL AND HYPOID TOOTH BEARING CONT ACT CHART

    ALL CONTACT BEARINGS SHOWN BELOW ARE ON LEFT HAND SPIRAL RING GEAR THE

    DRIVE IS ON THE CONVEX SIDE OF THE TOOTH,

    FIG. 1

    TYPICAL PREFERRED BEARING ON BOTH SIDES OF TOOTHWHILE UNDER A LIGHT LOAD

    FIG. 2

    TOE BEARIING ON BOTH SIDES OF TOOTH -GEAR SET NOISY. TO MOVE BEARING TOWARDHEEL INCREASE BACKLASH WITHIN LIMITS BY MOVING GEAR AWAY FROM PINION.

    FIG. 3

    HEEL BEARING ON BOTH SIDES OF TOOTH -GEARSET NOISY AND COULD RESULT IN EARLYGEAR FAILURE. TO MOVE BEARING TOWARD TOE DECREASE BACKLASH WITHIN LIMITS BYMOVING GEAR TOWARD PINION,

    FIG. 4

    LOW BEARING ON GEAR AND HIGH BEARING ON PINION. CORRECT BY PULLING PINIONAWAY FROM GEAR (INCREASE MOUNTING DIST ANCE,

    FIG. 5

    HIGH BEARING ON GEAR AND LOW BEARING ON PINION, CORRECT BY MOVING PINION INTOWARD GEAR (DECREASE MOUNTING DIST ANCE,

    BACKLASH

    BACKLASH SHOULD BE MEASU RED WITH A DIAL INDI CA TOR RIGIDL Y MOUNTED WITH THE STEM PERPENDICULAR TO THE TOOTH SURFACE )AT THE EXTREME HEEL.

    -94

  • SPIRAL BEVEL AND HYPOID TOOTH BEARING CONTACT CHART

    ALL CONTACT BEARINGS SHOWN BELOW ARE ON RIGHT HAND SPIRA RING GEAR -THE

    DRIVE IS ON THE CONVEX SIDE OF THE TOOTH.

    FIG. 1

    TYPICAL PREFERRED BEARING ON BOTH SIDES OF TOOTHWHILE UNDER A LIGHT LOAD

    FIG. 2

    TOE BEARING ON BOTH SIDES OF TOOTH -GEAR SET NOISY. TO MOVE BEARING TOWARDHEEL INCREASE BACKLASH WITHIN LIMITS BY MOVING GEAR AWAY FROM PINION.

    FIG. 3

    HEEL BEARING ON BOTH SIDES OF TOOTH -GEARSET NOISY AND COULD RESULT IN EARLYGEAR FAILURE. TO MOVE BEARING TOWARD TOE DECREASE BACKLASH WITHIN LIMITS BYMOVING GEAR TOWARD PINION,

    FIG. 4

    LOW BEARING ON GEAR AND HIGH BEARING ON PINION. CORRECT BY PULLING PINIONAWAY FROM GEAR (INCREASE MOUNTING DIST ANCI.

    FIG. 5

    HIGH BEARING ON GEAR AND LOW BEARING ON PINION. CORRECT BY MOVING PINION INTOWARD GEAR (DECREASE MOUNTING DISTANCE.

    BACKLASH

    BACKLASH SHOULD BE MEASURED WITH A DIAL INDICATOR RIGIDLY MOUNTED WITH THE STEM PERPENDICULAR TO THE TOOTH SURFACE AT THE EXTREME HEEL.

    -95

  • CLARK RECOMMENDED WHEEL MOUNTING TORQUE

    PROPER TIGHTENING PROCEDURE

    -96

  • TORQUE FOR BOLTS, CAPSCREWS, STUDS AND NUTS

    APPROVED BY AXLE ENGINEERING

    REVISED 24 MARCH 1980

    -97

  • AXLE SERIES

    19D2641

    DRIVE AXLE WHEEL BEARING ADJUSTMENT PROCEDURE

    (SingIe Wheel Bearing Adjusting Nut and Lock Plate)

    1. Before wheel bearing adjustment is made, it is imperative all tapered bearing cones and cups be pressed to fully seated position. DO NOTdepend on the wheel bearing adjusting nut to "shoulder" tapered bearing cups and cones. NOTE: If the wheel bearing adjusting nut has anundercut on the inner diameter, the undercut must go toward the internal gear hub. On axles with LCB brakes, release pressure beforecontinuing (any brake drag will affect obtaining correct rolling torque value).

    2. Coat inner face of nut, spindle threads, and spindle splines with brush-applied lubricant (Anti-Seize or Never-Seez).

    3. Install spindle nut and tighten to 800 Ibf.ft [1085 N.m] torque. Shock internal gear hub with heavy bar whilerotating wheel hub two (2) to three (3) times. Recheck nut torque-if nut moves, retorque to 800 Ibf.ft [1085 N.m] and repeat shocking andtightening as many times as necessary until 800 Ibtft [1085 Nom] does not advance nut. Loosen nut 1/4 to 1/2 turn and shock the wheel

    hub until a slight bearing end play is achieved and the wheel hub can rotate freely.

    4. Using a torque wrench adaptor bar or other appropriate measuring device, determine the rolling torque of the wheel end with the bearings ina no-load end play condition. Due to part imbalance, there will be a variation in rolling torque as the wheel hub is rotated. Recordmaximum value of rolling torque throughout a revolution. This value will be the "no-load rolling torque" (LCB up to 200 Ibf.ft [271 N.m],others 25 to 100 Ibf.ft [34-135 N.m]).

    5. For field service torque nut to 400 Ibf.ft [542 N.m]. Shock internal gear hub with heavy bar while rotating wheel hub two (2) to three (3) timeswhile shocking the wheel. Re-check nut torque-if nut moves, re-torque to 400 Ibf.ft [542 N.m] and repeat shocking and tightening as manytimes as necessary until 400 Ibtft [542 N.m] does not advance nut. Then advance nut until three (3) holes in lock plate line up with tappedholes in internal gear hub.

    6. Check rolling torque-must be in the specified range as shown on adjustment chart over no-load rolling torque.

    7. If over the maximum preload, reduce nut torque as required to obtain the specified range but not less than 300 Ibf.ft [406 N.m] on nut.

    8. If under the minimum preload, increase nut torque until preload is in the specified rolling torque range withlock plate holes aligned, but not more than 900 Ibf.ft [1220 N.m] after rotating the wheel hub five (5) or more times.

    9. * Install lock plate and screws, tighten screws 20 to 25 Ibf.ft [27-33 N.m]. See page 101.

    *NOTE: LOCK PLATE SCREWS ARE OF A SELF-LOCKING TYPE (ORANGE) LOCKING COMPOUND ON THREADS. USE ONL Y ONE

    TIME, THEN REPLACE OR THOROUGHL Y CLEAN USED SCREWS AND APPL Y EITHER LOCTITE 262 (HI STRENGTH) OR

    LOCTITE 242 (MEDIUM STRENGTH). INTERNAL GEAR HUB THREADS MUST ALSO BE CLEANED WHEN REPLACING

    SCREWS.

    -98

  • AXLE SERIES

    19D2748 -D-37770

    DRIVE AXLE WHEEL BEARING ADJUSTMENT PROCEDURE(Single Wheel Bearing Adjusting Nut and Lock Plate)

    1. Before wheel bearing adjustment is made, it is imperative all tapered bearing cones and cups be pressed to fully seatedposition. DO NOT depend on the wheel bearing adjusting nut to "shoulder" tapered bearing cups and cones. NOTE: If thewheel bearing adjusting nut has an undercut on the inner diameter, the undercut must go toward the internal gear hub. Onaxles with LCB brakes, release pressure before continuing (any brake drag will affect obtaining correct rolling torquevalue).

    2. Coat inner face of nut, spindle threads, and spindle splines with brush-applied lubricant (Anti-Seize or Never-Seez).

    3. Install spindle nut and tighten to 1000 Ibf.ft [1356 N.m] torque. Shock internal gear hub with heavy bar whilerotating wheel hub two (2) to three (3) times. Recheck nut torque-if nut moves, retorque to 1000 Ibf.ft [1356 N.m] andrepeat shocking and tightening as many times as necessary until1000 Ibf.ft [1356 N.m] does not advance nut. Loosen nut1/4 to 1/2 turn and shock the wheel hub until a slight bearing end play is achievedand the wheel hub can rotate freely.

    4. Using a torque wrench adaptor bar or other appropriate measuring device, determine the rolling torque of the wheel end withthe bearings in a no-load end play condition. Due to part imbalance, there will be a variation in rolling torque as the wheelhub is rotated. Record maximum value of rolling torque throughout a revolution. This value will be the "no-load rollingtorque" (LCB up to 200 Ibf.ft [271 N.m], others 25 to 100 Ibf.ft [34-135 N.m]).

    5. For field service torque nut to 400 Ibf.ft [542 N.m]. Shock internal gear hub with heavy bar while rotating wheel hub two (2) tothree (3) times while shocking the wheel. Re-check nut torque-if nut moves, re-torque to 400 Ibf.ft [542 N.m] and repeatshocking and tightening as many times as necessary until 400 Ibf-ft [542 N"m] does not advance nut. Then advance nutuntil three (3) holes in lock plate line up with tapped holes in internal gear hub.

    6. Check rolling torque-must be in the specified range as shown on adjustment chart over no-load rolling torque.

    7. If over the maximum preload, reduce nut torque as required to obtain the specified range but not less than300 Ibf.ft [406 N.m] on nut.

    8. If under the minimum preload, increase nut torque until preload is in the specified rolling torque range withlock plate holes aligned, but not more than 900 Ibf.ft [1220 N.m] after rotating the wheel hub five (5) or more times.

    9. * Install lock plate and screws, tighten screws 35 to 40 Ibf.ft [47-54 N.m]. See page 101.

    "NOTE: LOCK PLATE SCREWS ARE OF A SELF-LOCKING TYPE (ORANGE) LOCKING COMPOUND ON THREADS. USE ONL Y ONE

    TIME, THEN REPLACE OR THOROUGHL Y CLEAN USED SCREWS AND APPL y EITHER LOCTITE 262 (HI STRENGTH) OR

    LOCTITE 242 (MEDIUM STRENGTH). INTERNAL GEAR HUB THREADS MUST ALSO BE CLEANED WHEN REPLACING

    SCREWS.

    -99

  • AXLE SERIES

    19D3747 .19D3960 .19D4049 .19D4354

    DRIVE AXLE WHEEL BEARING ADJUSTMENT PROCEDURE(Single Wheel Bearing Adjusting Nut and Lock Plate)

    1. Before wheel bearing adjustment is made, it is imperative all tapered bearing cones and cups be pressed to fully seatedposition. DO NOT depend on the wheel bearing adjusting nut to "shoulder" tapered bearing cups and cones. NOTE: If thewheel bearing adjusting nut has an undercut on the inner diameter, the undercut must go toward the internal gear hub. Onaxles with LCB brakes, release pressure before continuing (any brake drag will affect obtaining correct rolling torquevalue).

    2. Coat inner face of nut, spindle threads, and spindle splines with brush-applied lubricant (Anti-Seize or Never-Seez).

    3. Install spindle nut and tighten to 1200 Ibf.ft [1627 N.m] torque. Shock internal gear hub with heavy bar whilerotating wheel hub two (2) to three (3) times. Recheck nut torque-if nut moves, retorque to 1200 Ibf.ft [1627 N.m] andrepeat shocking and tightening as many times as necessary until 1200 Ibf'ft [1627 N.m] does not advance nut. Loosen nut1/4 to 1/2 turn and shock the wheel hub until a slight bearing end play is achieved and the wheel hub can rotate freely.

    4. Using a torque wrench adaptor bar or other appropriate measuring device, determine the rolling torque of the wheel end withthe bearings in a no-load end play condition. Due to part imbalance, there will be a variation in rolling torque as the wheelhub is rotated. Record maximum value of rolling torque throughout a revolution. This value will be the "no-load rollingtorque" (LCB up to 200 Ibf.ft [271 N.m], others 25 to 100 Ibf.ft [34-135 N.m]).

    5. For field service torque nut to 600 Ibf.ft [814 N.m]. Shock internal gear hub with heavy bar while rotating wheel hub two (2) tothree (3) times while shocking the wheel. Re-check nut torque-if nut moves, re-torque to 600 Ibf.ft [814 N.m] and repeatshocking and tightening as many times as necessary until 600 Ibf-ft [814 N.m] does not advance nut. Then advance nutuntil three (3) holes in lock plate line up with tapped holes in internal gear hub.

    6. Check rolling torque-must be in the specified range as shown on adjustment chart over no-load rolling torque.

    7. If over the maximum preload, reduce nut torque as required to obtain the specified range but not less than400 Ibf.ft [542 N.m] on nut.

    8. If under the minimum preload, increase nut torque until preload is in the specified rolling torque range withlock plate holes aligned, but not more than 1400 Ibf.ft [1898 N.m] after rotating the wheel hub five (5) or more times.

    9.* Install lock plate and screws, tighten screws 35 to 40 Ibf.ft [47-54 N.m]. See page 101.

    *NOTE: LOCK PLATE SCREWS ARE OF A SELF-LOCKING TYPE (ORANGE) LOCKING COMPOUND ON THREADS. USE ONL Y ONETIME, THEN REPLACE OR THOROUGHL Y CLEAN USED SCREWS AND APPL Y EITHER LOCTITE 262 (HI STRENGTH) OR

    LOCTITE 242 (MEDIUM STRENGTH). INTERNAL GEAR HUB THREADS MUST ALSO BE CLEANED WHEN REPLACINGSCREWS.

    -100

  • -101

  • AIR CHECKING THE AXLE WHEEL ENDS AND CENTER

    SECTION

    It is recommended an air check be made on each wheel end afterassembly. This checking device is comprised of a minimum 30P.S.I [206 kPa] air gauge, an air shut-off valve, an air regulatorvalve, pipe tee, pipe nipple, reducing bushing and air lineconnector. The oil level plug is removed from the planet cover and

    the checking device is installed in its place. Remove the breatherin the axle center and install a pipe plug in the breather hole. Theregulator is opened to 12 P.S.I. [82 kPa] on the gauge. The airshut-off (installed between the regulator and gauge) is then closed.A 12 P.S.I. [82 kPa] pressure must be retained for 15 seconds. Ifthere is a pressure drop in less than 15 seconds there is an air

    leak at the wheel hub oil seal. If an air leak is detected it willrequire a wheel end disassembly to correct the leak. Make bothwheel end air checks and the following center section air checksbefore disassembling any of the axle to correct an air leak.

    Air check the axle center section the same way as the wheel endsexcept the checking device is installed in the air breather hole inthe axle center. If an air leak is detected, locate leak and correct.After air check is made, reinstall air breather in axle center.

    -102

  • CLEANING AND INSPECTION

    CLEANINGClean all parts thoroughly using solvent type cleaning fluid. It is

    recommended that parts be immersed in cleaning fluid and movedup and down slowly until all old lubricant and foreign material isdissolved and parts are thoroughly cleaned.

    CAUTIONCare should be exercised to avoid skin rashes, fire hazards and

    inhalation of vapors when using solvent type cleaners.

    BEARINGSRemove bearings from cleaning fluid and strike larger side of

    cone flat against a block of wood to dislodge solidified particles oflubricant. Immerse again in cleaning fluid to flush out particles.Repeat above operation until bearings are thoroughly clean. Drybearings using moisturefree compressed air. Be careful to direct airstream across bearing to avoid spinning. Do not spin bearingswhen drying. Bearings may be rotated slowly by hand to facilitatedrying process.

    HOUSINGSClean interior and exterior of housings, bearirng caps, etc.,

    thoroughly. Cast parts may be cleaned in hot solution tanks withmild alkali solutions, providing these parts do not have ground orpolished surfaces. Parts should remain in solution long enough tobe thoroughly cleaned and heated. This will aid the evaporation ofthe cleaning solution and rinse water. Parts cleaned in solutiontanks rmust be thoroughly rinsed with clean water to remove alltraces of alkali. Cast parts may also be cleaned with steam cleaner.

    CAUTIONCare should be exercised to avoid skin rashes and inhalation of

    vapors when using alkali cleaners.Thoroughly dry all parts cleaned immediately by using moisture-

    free compressed air or soft lintless absorbent wiping rags free ofabrasive materials such as metal filings, contaminated oil or lapingcompound.

    INSPECTIONThe importance of careful and thorough inspection of all parts

    cannot be overstressed. Replacement of a11 parts showingindication of wear or stress will eliminate costly and avoidablefailures at a later date.

    BEARINGSCarefully inspect all rollers, cages, and cups for wear, chipping

    or nicks to determine fitness of bearings fcr further use. Do notreplace a bearing cone or cup individually without replacing themating cup or cone at the same time. After inspection, dip bearingsin clean light oil and wrap in clean lintless cloth or paper to protectthem until installed.

    OIL SEALS, GASKETS, AND RETAINING RINGSReplacement of spring loaded oil seals, gaskets, and snap rings

    is more economical when unit is disassembled than to riskpremature overhaul to replace these parts at a future time. Loss oflubricant through a worn seal may result in failure of other moreexpensive parts of the assembly. Sealing members should behandled carefully, particularly

    -103

    when being installed. Cutting, scratching, or curling under lip ofseal seriously impairs its efficiency. At reassembly, lubricate lips ofoil seals with Lubriplate.

    GEARS AND SHAFTSIf magna-flux process is available, use process to check parts.

    Examine teeth and ground and polished surfaces on all gears andshafts carefully for wear, pitting, chipping, nicks, cracks, or scores.If gear teeth are cracked or show spots where case hardening isworn through, replace with new gear. Small nicks may be removedwith suitable hone. Inspect shafts to make certain they are notsprung, bent, or splines twisted, and that shafts are true.Differential pinions and side gears must be replaced as sets.Differential ring gear and bevel pinion must also be replaced as aset if either is damaged.

    HOUSING AND COVERSInspect housing, covers, planet spider, and differential case to

    be certain they are thoroughly cleaned and that mating surfaces,bearing bores, etc., are free from nicks or burrs. Check all partscarefully for evidence of cracks or conditions which causesubsequent oil leaks or failures.

    REASSEMBL Y OF AXLE

    The reassembly instructions describe the procedure to befollowed when reassembling and installing components of axle.Instructions cover reassembly of only one side of axle.Reassembly of opposite side is identical unless otherwise noted.

    IMPORTANT: Both Grade 5 and Grade 8 fastening hardware havebeen used in the production of the axle assemblies covered in thismanual. A table of proper torque values for both Grade 5 andGrade 8 hardware is provided at the rear of this manual. Grade ofhardware may be determined by the "hash" marks contained onthe head of each bolt; Grade 5 having three hash marks and Grade8 having six hash marks as indicated on table of proper torquevalue page.

    Torque values specified in text of this manual are for Grade 8hardware where presently used in production. Grade 5 torquevalues are also specified when that grade hardware is presentlyused. On all axles being overhauled, bolts should be identified asdescribed above and torque value chart consulted for correcttorque.

    At reassembly apply threadlocking compound

    where noted.

    Guidelines for application where to apply:

    A. On bolts, capscrews, and studs (anchor end) applycompound on female threaded component part.

    B. On nuts, apply compound to the male thread of themating fastener .

    C. Apply compound to coat the full length and circumference ofthread engagement.D. Remove excess compound from mating parts after

    fastener installation.

  • CORRECT ASSEMBL Y OF DUO-CONE SEALS

    THERE ARE FIVE FAILURE MODES

    1. Oil Leakage2. Galling3. Pumping Mud Past The Toric4. Toric Failure5. Seal Ring Breakage

    Failures are caused by combinations of factors rather thanone single cause, but all have one common denominatorcontributing to failure ASSEMBLY ERROR.

    STEP -2

    REMOVE ANY OILY FILMFROM HOUSING AND SEAL RING RAMP,

    AND FROM THE TORIC

    Both ramps must be dry.

    Under no circumstances should oil from adjacentbearing installations or seal ring face lubrication geton the ramp or toric-UNTIL AFTER BOTH SEALRINGS ARE TOGETHER IN THEIR FINALASSEMBLED POSITION.

    -104

  • STEP -5

    Make any required adjustments with installment toolDO NOT PUSH DIRECTLY ON THE SEAL RING.

    BEFORE ASSEMBLINGBOTH SEALS AND HOUSING TOGETHER...

    WAIT-at least two minutes to let all TriChloroethaneevaporate (some may still be trapped between toric andhousing ramp).

    1. A wet spot between housing and ramp cancause sliding and cock the seal.

    2. Cocked seals cause uneven pressure on theseal face and it can cause the seal to wobble. 3. Uneven

    pressure causes leakage or scoring. 4. Wobbling seals cancause dirt entry problems

    in the field.

    -105

    STEP -6

    WIPE SEAL FACES

    No foreign particles should be on the seal ring faces.Something as small as a PAPER TOWEL RAVELING willhold the seal faces apart and cause leakage.

    APPLY a thin film of clean oil on the seal faces by using anapplicator, disposable tissue, or a clean finger.

    STEP -7

    FINALLY!

    Assemble both housings and seal rings together. MAKESURE THEY ARE SQUARE AND CONCENTRIC.

    Bring seals together slowly and carefully. Slamminq candamaqe or break seal on impact.

  • RESULTS OF INCORRECT ASSEMBLY

    Points "A" and "8" remain stationary. Points "X"and "Y" rotate 180. This causes high pressure at "A" and "Y" andpossible galling.

    -106