Dana 35c Overhaul questions
#51
Guest
Posts: n/a
Re: Dana 35c Overhaul questions
I'm still trying to figure out where you come up with this pinion
Zero thing, it's like your saying there not only no need to change shims
with new bearings, but maybe you think there's no shim on the pinion
like the Ford nine inch, that's because in the Ford, the whole pinion
bearing case is shim against the third member housing.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Steve G wrote:
>
> Bill, you're such a dumb f..... Do you ever read any of the links you post?
> Above the photo in your link
>
> Everything you need for a complete ring and pinion installation is in this
> kit--Grade 8 ring gear bolts, cover gasket, bearings, seals, shims, marking
> compound, thread-locking compound, and silicone sealer
>
> Did you catch the part about ring and pinion installation?
>
> And, why the f.. would they mark the pinion with it's depth from the "0" or
> neutral point if it's all dependant on the bearings. Have you even ever
> opened a box with a new gear set in it? They don't ship the bearings with
> the gear set you dipshit.
>
> But, don't believe me. Go here
> http://www.richmondgear.com/ringandpinion.pdf
> and read the entire installation manual and note the references to pinion
> depth or checking distances marked on the gear set.
>
> Well Bill, you've done it again. Let your own stupidity and "I'm always
> right" attitude back you into another corner.
Zero thing, it's like your saying there not only no need to change shims
with new bearings, but maybe you think there's no shim on the pinion
like the Ford nine inch, that's because in the Ford, the whole pinion
bearing case is shim against the third member housing.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Steve G wrote:
>
> Bill, you're such a dumb f..... Do you ever read any of the links you post?
> Above the photo in your link
>
> Everything you need for a complete ring and pinion installation is in this
> kit--Grade 8 ring gear bolts, cover gasket, bearings, seals, shims, marking
> compound, thread-locking compound, and silicone sealer
>
> Did you catch the part about ring and pinion installation?
>
> And, why the f.. would they mark the pinion with it's depth from the "0" or
> neutral point if it's all dependant on the bearings. Have you even ever
> opened a box with a new gear set in it? They don't ship the bearings with
> the gear set you dipshit.
>
> But, don't believe me. Go here
> http://www.richmondgear.com/ringandpinion.pdf
> and read the entire installation manual and note the references to pinion
> depth or checking distances marked on the gear set.
>
> Well Bill, you've done it again. Let your own stupidity and "I'm always
> right" attitude back you into another corner.
#52
Guest
Posts: n/a
Re: Dana 35c Overhaul questions
I'm still trying to figure out where you come up with this pinion
Zero thing, it's like your saying there not only no need to change shims
with new bearings, but maybe you think there's no shim on the pinion
like the Ford nine inch, that's because in the Ford, the whole pinion
bearing case is shim against the third member housing.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Steve G wrote:
>
> Bill, you're such a dumb f..... Do you ever read any of the links you post?
> Above the photo in your link
>
> Everything you need for a complete ring and pinion installation is in this
> kit--Grade 8 ring gear bolts, cover gasket, bearings, seals, shims, marking
> compound, thread-locking compound, and silicone sealer
>
> Did you catch the part about ring and pinion installation?
>
> And, why the f.. would they mark the pinion with it's depth from the "0" or
> neutral point if it's all dependant on the bearings. Have you even ever
> opened a box with a new gear set in it? They don't ship the bearings with
> the gear set you dipshit.
>
> But, don't believe me. Go here
> http://www.richmondgear.com/ringandpinion.pdf
> and read the entire installation manual and note the references to pinion
> depth or checking distances marked on the gear set.
>
> Well Bill, you've done it again. Let your own stupidity and "I'm always
> right" attitude back you into another corner.
Zero thing, it's like your saying there not only no need to change shims
with new bearings, but maybe you think there's no shim on the pinion
like the Ford nine inch, that's because in the Ford, the whole pinion
bearing case is shim against the third member housing.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Steve G wrote:
>
> Bill, you're such a dumb f..... Do you ever read any of the links you post?
> Above the photo in your link
>
> Everything you need for a complete ring and pinion installation is in this
> kit--Grade 8 ring gear bolts, cover gasket, bearings, seals, shims, marking
> compound, thread-locking compound, and silicone sealer
>
> Did you catch the part about ring and pinion installation?
>
> And, why the f.. would they mark the pinion with it's depth from the "0" or
> neutral point if it's all dependant on the bearings. Have you even ever
> opened a box with a new gear set in it? They don't ship the bearings with
> the gear set you dipshit.
>
> But, don't believe me. Go here
> http://www.richmondgear.com/ringandpinion.pdf
> and read the entire installation manual and note the references to pinion
> depth or checking distances marked on the gear set.
>
> Well Bill, you've done it again. Let your own stupidity and "I'm always
> right" attitude back you into another corner.
#53
Guest
Posts: n/a
Re: Dana 35c Overhaul questions
I'm still trying to figure out where you come up with this pinion
Zero thing, it's like your saying there not only no need to change shims
with new bearings, but maybe you think there's no shim on the pinion
like the Ford nine inch, that's because in the Ford, the whole pinion
bearing case is shim against the third member housing.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Steve G wrote:
>
> Bill, you're such a dumb f..... Do you ever read any of the links you post?
> Above the photo in your link
>
> Everything you need for a complete ring and pinion installation is in this
> kit--Grade 8 ring gear bolts, cover gasket, bearings, seals, shims, marking
> compound, thread-locking compound, and silicone sealer
>
> Did you catch the part about ring and pinion installation?
>
> And, why the f.. would they mark the pinion with it's depth from the "0" or
> neutral point if it's all dependant on the bearings. Have you even ever
> opened a box with a new gear set in it? They don't ship the bearings with
> the gear set you dipshit.
>
> But, don't believe me. Go here
> http://www.richmondgear.com/ringandpinion.pdf
> and read the entire installation manual and note the references to pinion
> depth or checking distances marked on the gear set.
>
> Well Bill, you've done it again. Let your own stupidity and "I'm always
> right" attitude back you into another corner.
Zero thing, it's like your saying there not only no need to change shims
with new bearings, but maybe you think there's no shim on the pinion
like the Ford nine inch, that's because in the Ford, the whole pinion
bearing case is shim against the third member housing.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Steve G wrote:
>
> Bill, you're such a dumb f..... Do you ever read any of the links you post?
> Above the photo in your link
>
> Everything you need for a complete ring and pinion installation is in this
> kit--Grade 8 ring gear bolts, cover gasket, bearings, seals, shims, marking
> compound, thread-locking compound, and silicone sealer
>
> Did you catch the part about ring and pinion installation?
>
> And, why the f.. would they mark the pinion with it's depth from the "0" or
> neutral point if it's all dependant on the bearings. Have you even ever
> opened a box with a new gear set in it? They don't ship the bearings with
> the gear set you dipshit.
>
> But, don't believe me. Go here
> http://www.richmondgear.com/ringandpinion.pdf
> and read the entire installation manual and note the references to pinion
> depth or checking distances marked on the gear set.
>
> Well Bill, you've done it again. Let your own stupidity and "I'm always
> right" attitude back you into another corner.
#54
Guest
Posts: n/a
Re: Dana 35c Overhaul questions
That's something like what the fool that cooked my CJ's rear end
said....
In my case he was wrong.
I watched a machine shop do it 'properly' and shims and micrometers were
involved.
Mike
86/00 CJ7 Laredo, 33x9.5 BFG Muds, 'glass nose to tail in '00
88 Cherokee 235 BFG AT's
Steve G wrote:
>
> Nope, didn't blow over it. If you are just replacing the bearings you
> re-use all of the original shims in all of the original positions. The new
> bearings will bring the crown and pinion gears back to original position.
> The gauge used to determine pinion depth ( if you're lucky enough to have
> one and not use machinist bluing to determine contact pattern) does not
> anticipate/use the bearings to measure/determine settings. Some gear sets
> come with a measurement from "0" engraved in the head of the pinion (ie.
> "+.002 or -.004). Obviously this is done without using bearings, so it
> anticipates that the correct bearings are built to a tolerance that will
> maintain these settings.
> Steve G.
> "L.W. (ßill) ------ III" <----------@***.net> wrote in message
> news:40FF1112.645090F6@***.net...
> > Hi Steve,
> > You kind of blew over the fact that pinion depth is established
> > with a shim that will change with new bearings:
> > http://www.----------.com/pinionshim.jpg Making it a much bigger puzzle:
> > http://www.drivetrain.com/ringpinioninstal.html
> > God Bless America, ßill O|||||||O
> > mailto:--------------------
> >
> > Steve G wrote:
> > >
> > > The role of the crush sleeve has not to do with the ring and pinion, it
> is
> > > there to assist is establishing the pre-load on the bearings, which will
> be
> > > new in your case. The crush sleeve is only a couple of bucks and is not
> > > rocket science to install properly. Why would you hesitate? Make sure
> > > you're following the procedure in your manual and go about it slowly.
> In
> > > most cases you install the pinion into the housing and adjust bearing
> > > pre-load before you install the ring gear. Generally, you crush the
> sleeve
> > > until you just reach zero lash of the pinion. From there you use an
> inch-lb
> > > torque wrench and measure the amount of torque to turn the pinion. You
> > > crush the sleeve until you reach the req'd torque to turn the pinion.
> Go
> > > too far and you throw away that crush sleeve and start again.
> > > Bill is probably right about the ring and pinion. Noise apparent on
> > > acceleration and deceleration is usually ring and pinion tooth contact
> > > noise. Could be a pinion bearing, on acceleration would be the back
> one,
> > > deceleration would be the front one. What are the chances of those two
> > > bearings being simultaneously at fault, especially with no visible
> damage?
> > > If you're going to replace the ring and pinion, make sure you know what
> > > you're doing when it comes to setting pinion depth and ring gear
> backlash.
> > > Improper pinion depth will leave you with more noise than you prolly
> have
> > > now.
> > > Actually, if you can tolerate the noise, replace the bearings and
> live
> > > with it. The jeep will most likely die with the noise, not from it.
> > > Steve g.
> > > <gollee@ohmygosh.net> wrote in message
> > > news:40FEAA56.A92CE653@ohmygosh.net...
> > > > The original symptoms were noisy rearend. At least half of the
> > > > noise went away after I installed new wheel bearings and new
> > > > axles. The noise that remained was on acceleration and
> > > > deceleration between about 20 to 35 mph. No noise on turns or at
> > > > highway speeds.
> > > >
> > > > Okay, I've got everything out of the Dana 35c housing. The
> > > > carrier and pinion are on my work bench. The pinion bearing cups
> > > > are also on the bench. Nothing left in the pumpkin. I have a
> > > > bearing replacement kit ready to start installing after the old
> > > > bearings are removed from the pinion and carrier. I have some
> > > > questions for the rearend experts.
> > > >
> > > > 1) The ring and pinion look fine to me, no cracks or broken
> > > > teeth, no unusual wear pattern, no burnishing or signs of
> > > > overheating, but how do you tell if the ring and pinion need
> > > > replacing other than for these obvious clues??
> > > >
> > > > 2) If I use the old ring and pinion with new bearings, what would
> > > > keep me from re-installing the old crush sleeve, providing I
> > > > carefully brought the pinion nut up to torque and checked and
> > > > found the pinion preload was within specs?? In other words, why
> > > > do I have to use the new crush sleeve??? I don't have a 300 to
> > > > 400 pound torque wrench which the instructions say will be
> > > > required to crush the new sleeve.
> > > >
> > > > 3) The existing ring bolts are 3/8" 24 tpi with a 13/16" head
> > > > and are 9 point. The new replacement bolts are the same except
> > > > they have only 7/16" head and are only 8 point. Why should I put
> > > > these new inferior bolts on my ring if I don't remove the old
> > > > bolts and the ring from the carrier???
> > > >
> > > > Any help will be much appreciated.
> > > >
> > > > Troy
said....
In my case he was wrong.
I watched a machine shop do it 'properly' and shims and micrometers were
involved.
Mike
86/00 CJ7 Laredo, 33x9.5 BFG Muds, 'glass nose to tail in '00
88 Cherokee 235 BFG AT's
Steve G wrote:
>
> Nope, didn't blow over it. If you are just replacing the bearings you
> re-use all of the original shims in all of the original positions. The new
> bearings will bring the crown and pinion gears back to original position.
> The gauge used to determine pinion depth ( if you're lucky enough to have
> one and not use machinist bluing to determine contact pattern) does not
> anticipate/use the bearings to measure/determine settings. Some gear sets
> come with a measurement from "0" engraved in the head of the pinion (ie.
> "+.002 or -.004). Obviously this is done without using bearings, so it
> anticipates that the correct bearings are built to a tolerance that will
> maintain these settings.
> Steve G.
> "L.W. (ßill) ------ III" <----------@***.net> wrote in message
> news:40FF1112.645090F6@***.net...
> > Hi Steve,
> > You kind of blew over the fact that pinion depth is established
> > with a shim that will change with new bearings:
> > http://www.----------.com/pinionshim.jpg Making it a much bigger puzzle:
> > http://www.drivetrain.com/ringpinioninstal.html
> > God Bless America, ßill O|||||||O
> > mailto:--------------------
> >
> > Steve G wrote:
> > >
> > > The role of the crush sleeve has not to do with the ring and pinion, it
> is
> > > there to assist is establishing the pre-load on the bearings, which will
> be
> > > new in your case. The crush sleeve is only a couple of bucks and is not
> > > rocket science to install properly. Why would you hesitate? Make sure
> > > you're following the procedure in your manual and go about it slowly.
> In
> > > most cases you install the pinion into the housing and adjust bearing
> > > pre-load before you install the ring gear. Generally, you crush the
> sleeve
> > > until you just reach zero lash of the pinion. From there you use an
> inch-lb
> > > torque wrench and measure the amount of torque to turn the pinion. You
> > > crush the sleeve until you reach the req'd torque to turn the pinion.
> Go
> > > too far and you throw away that crush sleeve and start again.
> > > Bill is probably right about the ring and pinion. Noise apparent on
> > > acceleration and deceleration is usually ring and pinion tooth contact
> > > noise. Could be a pinion bearing, on acceleration would be the back
> one,
> > > deceleration would be the front one. What are the chances of those two
> > > bearings being simultaneously at fault, especially with no visible
> damage?
> > > If you're going to replace the ring and pinion, make sure you know what
> > > you're doing when it comes to setting pinion depth and ring gear
> backlash.
> > > Improper pinion depth will leave you with more noise than you prolly
> have
> > > now.
> > > Actually, if you can tolerate the noise, replace the bearings and
> live
> > > with it. The jeep will most likely die with the noise, not from it.
> > > Steve g.
> > > <gollee@ohmygosh.net> wrote in message
> > > news:40FEAA56.A92CE653@ohmygosh.net...
> > > > The original symptoms were noisy rearend. At least half of the
> > > > noise went away after I installed new wheel bearings and new
> > > > axles. The noise that remained was on acceleration and
> > > > deceleration between about 20 to 35 mph. No noise on turns or at
> > > > highway speeds.
> > > >
> > > > Okay, I've got everything out of the Dana 35c housing. The
> > > > carrier and pinion are on my work bench. The pinion bearing cups
> > > > are also on the bench. Nothing left in the pumpkin. I have a
> > > > bearing replacement kit ready to start installing after the old
> > > > bearings are removed from the pinion and carrier. I have some
> > > > questions for the rearend experts.
> > > >
> > > > 1) The ring and pinion look fine to me, no cracks or broken
> > > > teeth, no unusual wear pattern, no burnishing or signs of
> > > > overheating, but how do you tell if the ring and pinion need
> > > > replacing other than for these obvious clues??
> > > >
> > > > 2) If I use the old ring and pinion with new bearings, what would
> > > > keep me from re-installing the old crush sleeve, providing I
> > > > carefully brought the pinion nut up to torque and checked and
> > > > found the pinion preload was within specs?? In other words, why
> > > > do I have to use the new crush sleeve??? I don't have a 300 to
> > > > 400 pound torque wrench which the instructions say will be
> > > > required to crush the new sleeve.
> > > >
> > > > 3) The existing ring bolts are 3/8" 24 tpi with a 13/16" head
> > > > and are 9 point. The new replacement bolts are the same except
> > > > they have only 7/16" head and are only 8 point. Why should I put
> > > > these new inferior bolts on my ring if I don't remove the old
> > > > bolts and the ring from the carrier???
> > > >
> > > > Any help will be much appreciated.
> > > >
> > > > Troy
#55
Guest
Posts: n/a
Re: Dana 35c Overhaul questions
That's something like what the fool that cooked my CJ's rear end
said....
In my case he was wrong.
I watched a machine shop do it 'properly' and shims and micrometers were
involved.
Mike
86/00 CJ7 Laredo, 33x9.5 BFG Muds, 'glass nose to tail in '00
88 Cherokee 235 BFG AT's
Steve G wrote:
>
> Nope, didn't blow over it. If you are just replacing the bearings you
> re-use all of the original shims in all of the original positions. The new
> bearings will bring the crown and pinion gears back to original position.
> The gauge used to determine pinion depth ( if you're lucky enough to have
> one and not use machinist bluing to determine contact pattern) does not
> anticipate/use the bearings to measure/determine settings. Some gear sets
> come with a measurement from "0" engraved in the head of the pinion (ie.
> "+.002 or -.004). Obviously this is done without using bearings, so it
> anticipates that the correct bearings are built to a tolerance that will
> maintain these settings.
> Steve G.
> "L.W. (ßill) ------ III" <----------@***.net> wrote in message
> news:40FF1112.645090F6@***.net...
> > Hi Steve,
> > You kind of blew over the fact that pinion depth is established
> > with a shim that will change with new bearings:
> > http://www.----------.com/pinionshim.jpg Making it a much bigger puzzle:
> > http://www.drivetrain.com/ringpinioninstal.html
> > God Bless America, ßill O|||||||O
> > mailto:--------------------
> >
> > Steve G wrote:
> > >
> > > The role of the crush sleeve has not to do with the ring and pinion, it
> is
> > > there to assist is establishing the pre-load on the bearings, which will
> be
> > > new in your case. The crush sleeve is only a couple of bucks and is not
> > > rocket science to install properly. Why would you hesitate? Make sure
> > > you're following the procedure in your manual and go about it slowly.
> In
> > > most cases you install the pinion into the housing and adjust bearing
> > > pre-load before you install the ring gear. Generally, you crush the
> sleeve
> > > until you just reach zero lash of the pinion. From there you use an
> inch-lb
> > > torque wrench and measure the amount of torque to turn the pinion. You
> > > crush the sleeve until you reach the req'd torque to turn the pinion.
> Go
> > > too far and you throw away that crush sleeve and start again.
> > > Bill is probably right about the ring and pinion. Noise apparent on
> > > acceleration and deceleration is usually ring and pinion tooth contact
> > > noise. Could be a pinion bearing, on acceleration would be the back
> one,
> > > deceleration would be the front one. What are the chances of those two
> > > bearings being simultaneously at fault, especially with no visible
> damage?
> > > If you're going to replace the ring and pinion, make sure you know what
> > > you're doing when it comes to setting pinion depth and ring gear
> backlash.
> > > Improper pinion depth will leave you with more noise than you prolly
> have
> > > now.
> > > Actually, if you can tolerate the noise, replace the bearings and
> live
> > > with it. The jeep will most likely die with the noise, not from it.
> > > Steve g.
> > > <gollee@ohmygosh.net> wrote in message
> > > news:40FEAA56.A92CE653@ohmygosh.net...
> > > > The original symptoms were noisy rearend. At least half of the
> > > > noise went away after I installed new wheel bearings and new
> > > > axles. The noise that remained was on acceleration and
> > > > deceleration between about 20 to 35 mph. No noise on turns or at
> > > > highway speeds.
> > > >
> > > > Okay, I've got everything out of the Dana 35c housing. The
> > > > carrier and pinion are on my work bench. The pinion bearing cups
> > > > are also on the bench. Nothing left in the pumpkin. I have a
> > > > bearing replacement kit ready to start installing after the old
> > > > bearings are removed from the pinion and carrier. I have some
> > > > questions for the rearend experts.
> > > >
> > > > 1) The ring and pinion look fine to me, no cracks or broken
> > > > teeth, no unusual wear pattern, no burnishing or signs of
> > > > overheating, but how do you tell if the ring and pinion need
> > > > replacing other than for these obvious clues??
> > > >
> > > > 2) If I use the old ring and pinion with new bearings, what would
> > > > keep me from re-installing the old crush sleeve, providing I
> > > > carefully brought the pinion nut up to torque and checked and
> > > > found the pinion preload was within specs?? In other words, why
> > > > do I have to use the new crush sleeve??? I don't have a 300 to
> > > > 400 pound torque wrench which the instructions say will be
> > > > required to crush the new sleeve.
> > > >
> > > > 3) The existing ring bolts are 3/8" 24 tpi with a 13/16" head
> > > > and are 9 point. The new replacement bolts are the same except
> > > > they have only 7/16" head and are only 8 point. Why should I put
> > > > these new inferior bolts on my ring if I don't remove the old
> > > > bolts and the ring from the carrier???
> > > >
> > > > Any help will be much appreciated.
> > > >
> > > > Troy
said....
In my case he was wrong.
I watched a machine shop do it 'properly' and shims and micrometers were
involved.
Mike
86/00 CJ7 Laredo, 33x9.5 BFG Muds, 'glass nose to tail in '00
88 Cherokee 235 BFG AT's
Steve G wrote:
>
> Nope, didn't blow over it. If you are just replacing the bearings you
> re-use all of the original shims in all of the original positions. The new
> bearings will bring the crown and pinion gears back to original position.
> The gauge used to determine pinion depth ( if you're lucky enough to have
> one and not use machinist bluing to determine contact pattern) does not
> anticipate/use the bearings to measure/determine settings. Some gear sets
> come with a measurement from "0" engraved in the head of the pinion (ie.
> "+.002 or -.004). Obviously this is done without using bearings, so it
> anticipates that the correct bearings are built to a tolerance that will
> maintain these settings.
> Steve G.
> "L.W. (ßill) ------ III" <----------@***.net> wrote in message
> news:40FF1112.645090F6@***.net...
> > Hi Steve,
> > You kind of blew over the fact that pinion depth is established
> > with a shim that will change with new bearings:
> > http://www.----------.com/pinionshim.jpg Making it a much bigger puzzle:
> > http://www.drivetrain.com/ringpinioninstal.html
> > God Bless America, ßill O|||||||O
> > mailto:--------------------
> >
> > Steve G wrote:
> > >
> > > The role of the crush sleeve has not to do with the ring and pinion, it
> is
> > > there to assist is establishing the pre-load on the bearings, which will
> be
> > > new in your case. The crush sleeve is only a couple of bucks and is not
> > > rocket science to install properly. Why would you hesitate? Make sure
> > > you're following the procedure in your manual and go about it slowly.
> In
> > > most cases you install the pinion into the housing and adjust bearing
> > > pre-load before you install the ring gear. Generally, you crush the
> sleeve
> > > until you just reach zero lash of the pinion. From there you use an
> inch-lb
> > > torque wrench and measure the amount of torque to turn the pinion. You
> > > crush the sleeve until you reach the req'd torque to turn the pinion.
> Go
> > > too far and you throw away that crush sleeve and start again.
> > > Bill is probably right about the ring and pinion. Noise apparent on
> > > acceleration and deceleration is usually ring and pinion tooth contact
> > > noise. Could be a pinion bearing, on acceleration would be the back
> one,
> > > deceleration would be the front one. What are the chances of those two
> > > bearings being simultaneously at fault, especially with no visible
> damage?
> > > If you're going to replace the ring and pinion, make sure you know what
> > > you're doing when it comes to setting pinion depth and ring gear
> backlash.
> > > Improper pinion depth will leave you with more noise than you prolly
> have
> > > now.
> > > Actually, if you can tolerate the noise, replace the bearings and
> live
> > > with it. The jeep will most likely die with the noise, not from it.
> > > Steve g.
> > > <gollee@ohmygosh.net> wrote in message
> > > news:40FEAA56.A92CE653@ohmygosh.net...
> > > > The original symptoms were noisy rearend. At least half of the
> > > > noise went away after I installed new wheel bearings and new
> > > > axles. The noise that remained was on acceleration and
> > > > deceleration between about 20 to 35 mph. No noise on turns or at
> > > > highway speeds.
> > > >
> > > > Okay, I've got everything out of the Dana 35c housing. The
> > > > carrier and pinion are on my work bench. The pinion bearing cups
> > > > are also on the bench. Nothing left in the pumpkin. I have a
> > > > bearing replacement kit ready to start installing after the old
> > > > bearings are removed from the pinion and carrier. I have some
> > > > questions for the rearend experts.
> > > >
> > > > 1) The ring and pinion look fine to me, no cracks or broken
> > > > teeth, no unusual wear pattern, no burnishing or signs of
> > > > overheating, but how do you tell if the ring and pinion need
> > > > replacing other than for these obvious clues??
> > > >
> > > > 2) If I use the old ring and pinion with new bearings, what would
> > > > keep me from re-installing the old crush sleeve, providing I
> > > > carefully brought the pinion nut up to torque and checked and
> > > > found the pinion preload was within specs?? In other words, why
> > > > do I have to use the new crush sleeve??? I don't have a 300 to
> > > > 400 pound torque wrench which the instructions say will be
> > > > required to crush the new sleeve.
> > > >
> > > > 3) The existing ring bolts are 3/8" 24 tpi with a 13/16" head
> > > > and are 9 point. The new replacement bolts are the same except
> > > > they have only 7/16" head and are only 8 point. Why should I put
> > > > these new inferior bolts on my ring if I don't remove the old
> > > > bolts and the ring from the carrier???
> > > >
> > > > Any help will be much appreciated.
> > > >
> > > > Troy
#56
Guest
Posts: n/a
Re: Dana 35c Overhaul questions
That's something like what the fool that cooked my CJ's rear end
said....
In my case he was wrong.
I watched a machine shop do it 'properly' and shims and micrometers were
involved.
Mike
86/00 CJ7 Laredo, 33x9.5 BFG Muds, 'glass nose to tail in '00
88 Cherokee 235 BFG AT's
Steve G wrote:
>
> Nope, didn't blow over it. If you are just replacing the bearings you
> re-use all of the original shims in all of the original positions. The new
> bearings will bring the crown and pinion gears back to original position.
> The gauge used to determine pinion depth ( if you're lucky enough to have
> one and not use machinist bluing to determine contact pattern) does not
> anticipate/use the bearings to measure/determine settings. Some gear sets
> come with a measurement from "0" engraved in the head of the pinion (ie.
> "+.002 or -.004). Obviously this is done without using bearings, so it
> anticipates that the correct bearings are built to a tolerance that will
> maintain these settings.
> Steve G.
> "L.W. (ßill) ------ III" <----------@***.net> wrote in message
> news:40FF1112.645090F6@***.net...
> > Hi Steve,
> > You kind of blew over the fact that pinion depth is established
> > with a shim that will change with new bearings:
> > http://www.----------.com/pinionshim.jpg Making it a much bigger puzzle:
> > http://www.drivetrain.com/ringpinioninstal.html
> > God Bless America, ßill O|||||||O
> > mailto:--------------------
> >
> > Steve G wrote:
> > >
> > > The role of the crush sleeve has not to do with the ring and pinion, it
> is
> > > there to assist is establishing the pre-load on the bearings, which will
> be
> > > new in your case. The crush sleeve is only a couple of bucks and is not
> > > rocket science to install properly. Why would you hesitate? Make sure
> > > you're following the procedure in your manual and go about it slowly.
> In
> > > most cases you install the pinion into the housing and adjust bearing
> > > pre-load before you install the ring gear. Generally, you crush the
> sleeve
> > > until you just reach zero lash of the pinion. From there you use an
> inch-lb
> > > torque wrench and measure the amount of torque to turn the pinion. You
> > > crush the sleeve until you reach the req'd torque to turn the pinion.
> Go
> > > too far and you throw away that crush sleeve and start again.
> > > Bill is probably right about the ring and pinion. Noise apparent on
> > > acceleration and deceleration is usually ring and pinion tooth contact
> > > noise. Could be a pinion bearing, on acceleration would be the back
> one,
> > > deceleration would be the front one. What are the chances of those two
> > > bearings being simultaneously at fault, especially with no visible
> damage?
> > > If you're going to replace the ring and pinion, make sure you know what
> > > you're doing when it comes to setting pinion depth and ring gear
> backlash.
> > > Improper pinion depth will leave you with more noise than you prolly
> have
> > > now.
> > > Actually, if you can tolerate the noise, replace the bearings and
> live
> > > with it. The jeep will most likely die with the noise, not from it.
> > > Steve g.
> > > <gollee@ohmygosh.net> wrote in message
> > > news:40FEAA56.A92CE653@ohmygosh.net...
> > > > The original symptoms were noisy rearend. At least half of the
> > > > noise went away after I installed new wheel bearings and new
> > > > axles. The noise that remained was on acceleration and
> > > > deceleration between about 20 to 35 mph. No noise on turns or at
> > > > highway speeds.
> > > >
> > > > Okay, I've got everything out of the Dana 35c housing. The
> > > > carrier and pinion are on my work bench. The pinion bearing cups
> > > > are also on the bench. Nothing left in the pumpkin. I have a
> > > > bearing replacement kit ready to start installing after the old
> > > > bearings are removed from the pinion and carrier. I have some
> > > > questions for the rearend experts.
> > > >
> > > > 1) The ring and pinion look fine to me, no cracks or broken
> > > > teeth, no unusual wear pattern, no burnishing or signs of
> > > > overheating, but how do you tell if the ring and pinion need
> > > > replacing other than for these obvious clues??
> > > >
> > > > 2) If I use the old ring and pinion with new bearings, what would
> > > > keep me from re-installing the old crush sleeve, providing I
> > > > carefully brought the pinion nut up to torque and checked and
> > > > found the pinion preload was within specs?? In other words, why
> > > > do I have to use the new crush sleeve??? I don't have a 300 to
> > > > 400 pound torque wrench which the instructions say will be
> > > > required to crush the new sleeve.
> > > >
> > > > 3) The existing ring bolts are 3/8" 24 tpi with a 13/16" head
> > > > and are 9 point. The new replacement bolts are the same except
> > > > they have only 7/16" head and are only 8 point. Why should I put
> > > > these new inferior bolts on my ring if I don't remove the old
> > > > bolts and the ring from the carrier???
> > > >
> > > > Any help will be much appreciated.
> > > >
> > > > Troy
said....
In my case he was wrong.
I watched a machine shop do it 'properly' and shims and micrometers were
involved.
Mike
86/00 CJ7 Laredo, 33x9.5 BFG Muds, 'glass nose to tail in '00
88 Cherokee 235 BFG AT's
Steve G wrote:
>
> Nope, didn't blow over it. If you are just replacing the bearings you
> re-use all of the original shims in all of the original positions. The new
> bearings will bring the crown and pinion gears back to original position.
> The gauge used to determine pinion depth ( if you're lucky enough to have
> one and not use machinist bluing to determine contact pattern) does not
> anticipate/use the bearings to measure/determine settings. Some gear sets
> come with a measurement from "0" engraved in the head of the pinion (ie.
> "+.002 or -.004). Obviously this is done without using bearings, so it
> anticipates that the correct bearings are built to a tolerance that will
> maintain these settings.
> Steve G.
> "L.W. (ßill) ------ III" <----------@***.net> wrote in message
> news:40FF1112.645090F6@***.net...
> > Hi Steve,
> > You kind of blew over the fact that pinion depth is established
> > with a shim that will change with new bearings:
> > http://www.----------.com/pinionshim.jpg Making it a much bigger puzzle:
> > http://www.drivetrain.com/ringpinioninstal.html
> > God Bless America, ßill O|||||||O
> > mailto:--------------------
> >
> > Steve G wrote:
> > >
> > > The role of the crush sleeve has not to do with the ring and pinion, it
> is
> > > there to assist is establishing the pre-load on the bearings, which will
> be
> > > new in your case. The crush sleeve is only a couple of bucks and is not
> > > rocket science to install properly. Why would you hesitate? Make sure
> > > you're following the procedure in your manual and go about it slowly.
> In
> > > most cases you install the pinion into the housing and adjust bearing
> > > pre-load before you install the ring gear. Generally, you crush the
> sleeve
> > > until you just reach zero lash of the pinion. From there you use an
> inch-lb
> > > torque wrench and measure the amount of torque to turn the pinion. You
> > > crush the sleeve until you reach the req'd torque to turn the pinion.
> Go
> > > too far and you throw away that crush sleeve and start again.
> > > Bill is probably right about the ring and pinion. Noise apparent on
> > > acceleration and deceleration is usually ring and pinion tooth contact
> > > noise. Could be a pinion bearing, on acceleration would be the back
> one,
> > > deceleration would be the front one. What are the chances of those two
> > > bearings being simultaneously at fault, especially with no visible
> damage?
> > > If you're going to replace the ring and pinion, make sure you know what
> > > you're doing when it comes to setting pinion depth and ring gear
> backlash.
> > > Improper pinion depth will leave you with more noise than you prolly
> have
> > > now.
> > > Actually, if you can tolerate the noise, replace the bearings and
> live
> > > with it. The jeep will most likely die with the noise, not from it.
> > > Steve g.
> > > <gollee@ohmygosh.net> wrote in message
> > > news:40FEAA56.A92CE653@ohmygosh.net...
> > > > The original symptoms were noisy rearend. At least half of the
> > > > noise went away after I installed new wheel bearings and new
> > > > axles. The noise that remained was on acceleration and
> > > > deceleration between about 20 to 35 mph. No noise on turns or at
> > > > highway speeds.
> > > >
> > > > Okay, I've got everything out of the Dana 35c housing. The
> > > > carrier and pinion are on my work bench. The pinion bearing cups
> > > > are also on the bench. Nothing left in the pumpkin. I have a
> > > > bearing replacement kit ready to start installing after the old
> > > > bearings are removed from the pinion and carrier. I have some
> > > > questions for the rearend experts.
> > > >
> > > > 1) The ring and pinion look fine to me, no cracks or broken
> > > > teeth, no unusual wear pattern, no burnishing or signs of
> > > > overheating, but how do you tell if the ring and pinion need
> > > > replacing other than for these obvious clues??
> > > >
> > > > 2) If I use the old ring and pinion with new bearings, what would
> > > > keep me from re-installing the old crush sleeve, providing I
> > > > carefully brought the pinion nut up to torque and checked and
> > > > found the pinion preload was within specs?? In other words, why
> > > > do I have to use the new crush sleeve??? I don't have a 300 to
> > > > 400 pound torque wrench which the instructions say will be
> > > > required to crush the new sleeve.
> > > >
> > > > 3) The existing ring bolts are 3/8" 24 tpi with a 13/16" head
> > > > and are 9 point. The new replacement bolts are the same except
> > > > they have only 7/16" head and are only 8 point. Why should I put
> > > > these new inferior bolts on my ring if I don't remove the old
> > > > bolts and the ring from the carrier???
> > > >
> > > > Any help will be much appreciated.
> > > >
> > > > Troy
#57
Guest
Posts: n/a
Re: Dana 35c Overhaul questions
That's something like what the fool that cooked my CJ's rear end
said....
In my case he was wrong.
I watched a machine shop do it 'properly' and shims and micrometers were
involved.
Mike
86/00 CJ7 Laredo, 33x9.5 BFG Muds, 'glass nose to tail in '00
88 Cherokee 235 BFG AT's
Steve G wrote:
>
> Nope, didn't blow over it. If you are just replacing the bearings you
> re-use all of the original shims in all of the original positions. The new
> bearings will bring the crown and pinion gears back to original position.
> The gauge used to determine pinion depth ( if you're lucky enough to have
> one and not use machinist bluing to determine contact pattern) does not
> anticipate/use the bearings to measure/determine settings. Some gear sets
> come with a measurement from "0" engraved in the head of the pinion (ie.
> "+.002 or -.004). Obviously this is done without using bearings, so it
> anticipates that the correct bearings are built to a tolerance that will
> maintain these settings.
> Steve G.
> "L.W. (ßill) ------ III" <----------@***.net> wrote in message
> news:40FF1112.645090F6@***.net...
> > Hi Steve,
> > You kind of blew over the fact that pinion depth is established
> > with a shim that will change with new bearings:
> > http://www.----------.com/pinionshim.jpg Making it a much bigger puzzle:
> > http://www.drivetrain.com/ringpinioninstal.html
> > God Bless America, ßill O|||||||O
> > mailto:--------------------
> >
> > Steve G wrote:
> > >
> > > The role of the crush sleeve has not to do with the ring and pinion, it
> is
> > > there to assist is establishing the pre-load on the bearings, which will
> be
> > > new in your case. The crush sleeve is only a couple of bucks and is not
> > > rocket science to install properly. Why would you hesitate? Make sure
> > > you're following the procedure in your manual and go about it slowly.
> In
> > > most cases you install the pinion into the housing and adjust bearing
> > > pre-load before you install the ring gear. Generally, you crush the
> sleeve
> > > until you just reach zero lash of the pinion. From there you use an
> inch-lb
> > > torque wrench and measure the amount of torque to turn the pinion. You
> > > crush the sleeve until you reach the req'd torque to turn the pinion.
> Go
> > > too far and you throw away that crush sleeve and start again.
> > > Bill is probably right about the ring and pinion. Noise apparent on
> > > acceleration and deceleration is usually ring and pinion tooth contact
> > > noise. Could be a pinion bearing, on acceleration would be the back
> one,
> > > deceleration would be the front one. What are the chances of those two
> > > bearings being simultaneously at fault, especially with no visible
> damage?
> > > If you're going to replace the ring and pinion, make sure you know what
> > > you're doing when it comes to setting pinion depth and ring gear
> backlash.
> > > Improper pinion depth will leave you with more noise than you prolly
> have
> > > now.
> > > Actually, if you can tolerate the noise, replace the bearings and
> live
> > > with it. The jeep will most likely die with the noise, not from it.
> > > Steve g.
> > > <gollee@ohmygosh.net> wrote in message
> > > news:40FEAA56.A92CE653@ohmygosh.net...
> > > > The original symptoms were noisy rearend. At least half of the
> > > > noise went away after I installed new wheel bearings and new
> > > > axles. The noise that remained was on acceleration and
> > > > deceleration between about 20 to 35 mph. No noise on turns or at
> > > > highway speeds.
> > > >
> > > > Okay, I've got everything out of the Dana 35c housing. The
> > > > carrier and pinion are on my work bench. The pinion bearing cups
> > > > are also on the bench. Nothing left in the pumpkin. I have a
> > > > bearing replacement kit ready to start installing after the old
> > > > bearings are removed from the pinion and carrier. I have some
> > > > questions for the rearend experts.
> > > >
> > > > 1) The ring and pinion look fine to me, no cracks or broken
> > > > teeth, no unusual wear pattern, no burnishing or signs of
> > > > overheating, but how do you tell if the ring and pinion need
> > > > replacing other than for these obvious clues??
> > > >
> > > > 2) If I use the old ring and pinion with new bearings, what would
> > > > keep me from re-installing the old crush sleeve, providing I
> > > > carefully brought the pinion nut up to torque and checked and
> > > > found the pinion preload was within specs?? In other words, why
> > > > do I have to use the new crush sleeve??? I don't have a 300 to
> > > > 400 pound torque wrench which the instructions say will be
> > > > required to crush the new sleeve.
> > > >
> > > > 3) The existing ring bolts are 3/8" 24 tpi with a 13/16" head
> > > > and are 9 point. The new replacement bolts are the same except
> > > > they have only 7/16" head and are only 8 point. Why should I put
> > > > these new inferior bolts on my ring if I don't remove the old
> > > > bolts and the ring from the carrier???
> > > >
> > > > Any help will be much appreciated.
> > > >
> > > > Troy
said....
In my case he was wrong.
I watched a machine shop do it 'properly' and shims and micrometers were
involved.
Mike
86/00 CJ7 Laredo, 33x9.5 BFG Muds, 'glass nose to tail in '00
88 Cherokee 235 BFG AT's
Steve G wrote:
>
> Nope, didn't blow over it. If you are just replacing the bearings you
> re-use all of the original shims in all of the original positions. The new
> bearings will bring the crown and pinion gears back to original position.
> The gauge used to determine pinion depth ( if you're lucky enough to have
> one and not use machinist bluing to determine contact pattern) does not
> anticipate/use the bearings to measure/determine settings. Some gear sets
> come with a measurement from "0" engraved in the head of the pinion (ie.
> "+.002 or -.004). Obviously this is done without using bearings, so it
> anticipates that the correct bearings are built to a tolerance that will
> maintain these settings.
> Steve G.
> "L.W. (ßill) ------ III" <----------@***.net> wrote in message
> news:40FF1112.645090F6@***.net...
> > Hi Steve,
> > You kind of blew over the fact that pinion depth is established
> > with a shim that will change with new bearings:
> > http://www.----------.com/pinionshim.jpg Making it a much bigger puzzle:
> > http://www.drivetrain.com/ringpinioninstal.html
> > God Bless America, ßill O|||||||O
> > mailto:--------------------
> >
> > Steve G wrote:
> > >
> > > The role of the crush sleeve has not to do with the ring and pinion, it
> is
> > > there to assist is establishing the pre-load on the bearings, which will
> be
> > > new in your case. The crush sleeve is only a couple of bucks and is not
> > > rocket science to install properly. Why would you hesitate? Make sure
> > > you're following the procedure in your manual and go about it slowly.
> In
> > > most cases you install the pinion into the housing and adjust bearing
> > > pre-load before you install the ring gear. Generally, you crush the
> sleeve
> > > until you just reach zero lash of the pinion. From there you use an
> inch-lb
> > > torque wrench and measure the amount of torque to turn the pinion. You
> > > crush the sleeve until you reach the req'd torque to turn the pinion.
> Go
> > > too far and you throw away that crush sleeve and start again.
> > > Bill is probably right about the ring and pinion. Noise apparent on
> > > acceleration and deceleration is usually ring and pinion tooth contact
> > > noise. Could be a pinion bearing, on acceleration would be the back
> one,
> > > deceleration would be the front one. What are the chances of those two
> > > bearings being simultaneously at fault, especially with no visible
> damage?
> > > If you're going to replace the ring and pinion, make sure you know what
> > > you're doing when it comes to setting pinion depth and ring gear
> backlash.
> > > Improper pinion depth will leave you with more noise than you prolly
> have
> > > now.
> > > Actually, if you can tolerate the noise, replace the bearings and
> live
> > > with it. The jeep will most likely die with the noise, not from it.
> > > Steve g.
> > > <gollee@ohmygosh.net> wrote in message
> > > news:40FEAA56.A92CE653@ohmygosh.net...
> > > > The original symptoms were noisy rearend. At least half of the
> > > > noise went away after I installed new wheel bearings and new
> > > > axles. The noise that remained was on acceleration and
> > > > deceleration between about 20 to 35 mph. No noise on turns or at
> > > > highway speeds.
> > > >
> > > > Okay, I've got everything out of the Dana 35c housing. The
> > > > carrier and pinion are on my work bench. The pinion bearing cups
> > > > are also on the bench. Nothing left in the pumpkin. I have a
> > > > bearing replacement kit ready to start installing after the old
> > > > bearings are removed from the pinion and carrier. I have some
> > > > questions for the rearend experts.
> > > >
> > > > 1) The ring and pinion look fine to me, no cracks or broken
> > > > teeth, no unusual wear pattern, no burnishing or signs of
> > > > overheating, but how do you tell if the ring and pinion need
> > > > replacing other than for these obvious clues??
> > > >
> > > > 2) If I use the old ring and pinion with new bearings, what would
> > > > keep me from re-installing the old crush sleeve, providing I
> > > > carefully brought the pinion nut up to torque and checked and
> > > > found the pinion preload was within specs?? In other words, why
> > > > do I have to use the new crush sleeve??? I don't have a 300 to
> > > > 400 pound torque wrench which the instructions say will be
> > > > required to crush the new sleeve.
> > > >
> > > > 3) The existing ring bolts are 3/8" 24 tpi with a 13/16" head
> > > > and are 9 point. The new replacement bolts are the same except
> > > > they have only 7/16" head and are only 8 point. Why should I put
> > > > these new inferior bolts on my ring if I don't remove the old
> > > > bolts and the ring from the carrier???
> > > >
> > > > Any help will be much appreciated.
> > > >
> > > > Troy
#58
Guest
Posts: n/a
Re: Dana 35c Overhaul questions
Why would I hesitate? Because of the amount of torque involved
to crush the sleeve. I have only one crush sleeve, but
obviously I should have ordered some extra ones. Also, my torque
wrench only goes up to 250 ftlbs and I'm a bit worried about
going into the 350 ftlb range without knowing where I am. All
this worry is because I have never done this before. If I
thought there was a harmless shortcut, I would take it. But all
of you
can rest easy, I will go ahead and install the new crush sleeve
whichever way I go.
Also, I have all the micrometers, calipers, inlb torque wrench,
etc. necessary for checking and making sure preloads and backlash
are within specs. I even have the monster W-129B differential
case ------er that I miraculously found a while back in a pawn
shop for fifty bucks.
But I do have tight budget constraints, and if I have to
re-install the old R&P with new bearings, I will. I've requested
quotes from various drivetrain shops for a new R&P. If I go the
route of reusing the old R&P and the noise is still there, or
worse than before, I will do it all over again with new R&P and
then I will have had the experience to maybe do a better job. I
presently have far more time than money, so it would be no big
deal to do it all over again.
Anyway, all the replies to my query, even with the disagreements,
have been most helpful. Thanks to all of you!
Troy
Steve G wrote:
>
> The role of the crush sleeve has not to do with the ring and pinion, it is
> there to assist is establishing the pre-load on the bearings, which will be
> new in your case. The crush sleeve is only a couple of bucks and is not
> rocket science to install properly. Why would you hesitate? Make sure
> you're following the procedure in your manual and go about it slowly. In
> most cases you install the pinion into the housing and adjust bearing
> pre-load before you install the ring gear. Generally, you crush the sleeve
> until you just reach zero lash of the pinion. From there you use an inch-lb
> torque wrench and measure the amount of torque to turn the pinion. You
> crush the sleeve until you reach the req'd torque to turn the pinion. Go
> too far and you throw away that crush sleeve and start again.
> Bill is probably right about the ring and pinion. Noise apparent on
> acceleration and deceleration is usually ring and pinion tooth contact
> noise. Could be a pinion bearing, on acceleration would be the back one,
> deceleration would be the front one. What are the chances of those two
> bearings being simultaneously at fault, especially with no visible damage?
> If you're going to replace the ring and pinion, make sure you know what
> you're doing when it comes to setting pinion depth and ring gear backlash.
> Improper pinion depth will leave you with more noise than you prolly have
> now.
> Actually, if you can tolerate the noise, replace the bearings and live
> with it. The jeep will most likely die with the noise, not from it.
> Steve g.
> <gollee@ohmygosh.net> wrote in message
> news:40FEAA56.A92CE653@ohmygosh.net...
> > The original symptoms were noisy rearend. At least half of the
> > noise went away after I installed new wheel bearings and new
> > axles. The noise that remained was on acceleration and
> > deceleration between about 20 to 35 mph. No noise on turns or at
> > highway speeds.
> >
> > Okay, I've got everything out of the Dana 35c housing. The
> > carrier and pinion are on my work bench. The pinion bearing cups
> > are also on the bench. Nothing left in the pumpkin. I have a
> > bearing replacement kit ready to start installing after the old
> > bearings are removed from the pinion and carrier. I have some
> > questions for the rearend experts.
> >
> > 1) The ring and pinion look fine to me, no cracks or broken
> > teeth, no unusual wear pattern, no burnishing or signs of
> > overheating, but how do you tell if the ring and pinion need
> > replacing other than for these obvious clues??
> >
> > 2) If I use the old ring and pinion with new bearings, what would
> > keep me from re-installing the old crush sleeve, providing I
> > carefully brought the pinion nut up to torque and checked and
> > found the pinion preload was within specs?? In other words, why
> > do I have to use the new crush sleeve??? I don't have a 300 to
> > 400 pound torque wrench which the instructions say will be
> > required to crush the new sleeve.
> >
> > 3) The existing ring bolts are 3/8" 24 tpi with a 13/16" head
> > and are 9 point. The new replacement bolts are the same except
> > they have only 7/16" head and are only 8 point. Why should I put
> > these new inferior bolts on my ring if I don't remove the old
> > bolts and the ring from the carrier???
> >
> > Any help will be much appreciated.
> >
> > Troy
to crush the sleeve. I have only one crush sleeve, but
obviously I should have ordered some extra ones. Also, my torque
wrench only goes up to 250 ftlbs and I'm a bit worried about
going into the 350 ftlb range without knowing where I am. All
this worry is because I have never done this before. If I
thought there was a harmless shortcut, I would take it. But all
of you
can rest easy, I will go ahead and install the new crush sleeve
whichever way I go.
Also, I have all the micrometers, calipers, inlb torque wrench,
etc. necessary for checking and making sure preloads and backlash
are within specs. I even have the monster W-129B differential
case ------er that I miraculously found a while back in a pawn
shop for fifty bucks.
But I do have tight budget constraints, and if I have to
re-install the old R&P with new bearings, I will. I've requested
quotes from various drivetrain shops for a new R&P. If I go the
route of reusing the old R&P and the noise is still there, or
worse than before, I will do it all over again with new R&P and
then I will have had the experience to maybe do a better job. I
presently have far more time than money, so it would be no big
deal to do it all over again.
Anyway, all the replies to my query, even with the disagreements,
have been most helpful. Thanks to all of you!
Troy
Steve G wrote:
>
> The role of the crush sleeve has not to do with the ring and pinion, it is
> there to assist is establishing the pre-load on the bearings, which will be
> new in your case. The crush sleeve is only a couple of bucks and is not
> rocket science to install properly. Why would you hesitate? Make sure
> you're following the procedure in your manual and go about it slowly. In
> most cases you install the pinion into the housing and adjust bearing
> pre-load before you install the ring gear. Generally, you crush the sleeve
> until you just reach zero lash of the pinion. From there you use an inch-lb
> torque wrench and measure the amount of torque to turn the pinion. You
> crush the sleeve until you reach the req'd torque to turn the pinion. Go
> too far and you throw away that crush sleeve and start again.
> Bill is probably right about the ring and pinion. Noise apparent on
> acceleration and deceleration is usually ring and pinion tooth contact
> noise. Could be a pinion bearing, on acceleration would be the back one,
> deceleration would be the front one. What are the chances of those two
> bearings being simultaneously at fault, especially with no visible damage?
> If you're going to replace the ring and pinion, make sure you know what
> you're doing when it comes to setting pinion depth and ring gear backlash.
> Improper pinion depth will leave you with more noise than you prolly have
> now.
> Actually, if you can tolerate the noise, replace the bearings and live
> with it. The jeep will most likely die with the noise, not from it.
> Steve g.
> <gollee@ohmygosh.net> wrote in message
> news:40FEAA56.A92CE653@ohmygosh.net...
> > The original symptoms were noisy rearend. At least half of the
> > noise went away after I installed new wheel bearings and new
> > axles. The noise that remained was on acceleration and
> > deceleration between about 20 to 35 mph. No noise on turns or at
> > highway speeds.
> >
> > Okay, I've got everything out of the Dana 35c housing. The
> > carrier and pinion are on my work bench. The pinion bearing cups
> > are also on the bench. Nothing left in the pumpkin. I have a
> > bearing replacement kit ready to start installing after the old
> > bearings are removed from the pinion and carrier. I have some
> > questions for the rearend experts.
> >
> > 1) The ring and pinion look fine to me, no cracks or broken
> > teeth, no unusual wear pattern, no burnishing or signs of
> > overheating, but how do you tell if the ring and pinion need
> > replacing other than for these obvious clues??
> >
> > 2) If I use the old ring and pinion with new bearings, what would
> > keep me from re-installing the old crush sleeve, providing I
> > carefully brought the pinion nut up to torque and checked and
> > found the pinion preload was within specs?? In other words, why
> > do I have to use the new crush sleeve??? I don't have a 300 to
> > 400 pound torque wrench which the instructions say will be
> > required to crush the new sleeve.
> >
> > 3) The existing ring bolts are 3/8" 24 tpi with a 13/16" head
> > and are 9 point. The new replacement bolts are the same except
> > they have only 7/16" head and are only 8 point. Why should I put
> > these new inferior bolts on my ring if I don't remove the old
> > bolts and the ring from the carrier???
> >
> > Any help will be much appreciated.
> >
> > Troy
#59
Guest
Posts: n/a
Re: Dana 35c Overhaul questions
Why would I hesitate? Because of the amount of torque involved
to crush the sleeve. I have only one crush sleeve, but
obviously I should have ordered some extra ones. Also, my torque
wrench only goes up to 250 ftlbs and I'm a bit worried about
going into the 350 ftlb range without knowing where I am. All
this worry is because I have never done this before. If I
thought there was a harmless shortcut, I would take it. But all
of you
can rest easy, I will go ahead and install the new crush sleeve
whichever way I go.
Also, I have all the micrometers, calipers, inlb torque wrench,
etc. necessary for checking and making sure preloads and backlash
are within specs. I even have the monster W-129B differential
case ------er that I miraculously found a while back in a pawn
shop for fifty bucks.
But I do have tight budget constraints, and if I have to
re-install the old R&P with new bearings, I will. I've requested
quotes from various drivetrain shops for a new R&P. If I go the
route of reusing the old R&P and the noise is still there, or
worse than before, I will do it all over again with new R&P and
then I will have had the experience to maybe do a better job. I
presently have far more time than money, so it would be no big
deal to do it all over again.
Anyway, all the replies to my query, even with the disagreements,
have been most helpful. Thanks to all of you!
Troy
Steve G wrote:
>
> The role of the crush sleeve has not to do with the ring and pinion, it is
> there to assist is establishing the pre-load on the bearings, which will be
> new in your case. The crush sleeve is only a couple of bucks and is not
> rocket science to install properly. Why would you hesitate? Make sure
> you're following the procedure in your manual and go about it slowly. In
> most cases you install the pinion into the housing and adjust bearing
> pre-load before you install the ring gear. Generally, you crush the sleeve
> until you just reach zero lash of the pinion. From there you use an inch-lb
> torque wrench and measure the amount of torque to turn the pinion. You
> crush the sleeve until you reach the req'd torque to turn the pinion. Go
> too far and you throw away that crush sleeve and start again.
> Bill is probably right about the ring and pinion. Noise apparent on
> acceleration and deceleration is usually ring and pinion tooth contact
> noise. Could be a pinion bearing, on acceleration would be the back one,
> deceleration would be the front one. What are the chances of those two
> bearings being simultaneously at fault, especially with no visible damage?
> If you're going to replace the ring and pinion, make sure you know what
> you're doing when it comes to setting pinion depth and ring gear backlash.
> Improper pinion depth will leave you with more noise than you prolly have
> now.
> Actually, if you can tolerate the noise, replace the bearings and live
> with it. The jeep will most likely die with the noise, not from it.
> Steve g.
> <gollee@ohmygosh.net> wrote in message
> news:40FEAA56.A92CE653@ohmygosh.net...
> > The original symptoms were noisy rearend. At least half of the
> > noise went away after I installed new wheel bearings and new
> > axles. The noise that remained was on acceleration and
> > deceleration between about 20 to 35 mph. No noise on turns or at
> > highway speeds.
> >
> > Okay, I've got everything out of the Dana 35c housing. The
> > carrier and pinion are on my work bench. The pinion bearing cups
> > are also on the bench. Nothing left in the pumpkin. I have a
> > bearing replacement kit ready to start installing after the old
> > bearings are removed from the pinion and carrier. I have some
> > questions for the rearend experts.
> >
> > 1) The ring and pinion look fine to me, no cracks or broken
> > teeth, no unusual wear pattern, no burnishing or signs of
> > overheating, but how do you tell if the ring and pinion need
> > replacing other than for these obvious clues??
> >
> > 2) If I use the old ring and pinion with new bearings, what would
> > keep me from re-installing the old crush sleeve, providing I
> > carefully brought the pinion nut up to torque and checked and
> > found the pinion preload was within specs?? In other words, why
> > do I have to use the new crush sleeve??? I don't have a 300 to
> > 400 pound torque wrench which the instructions say will be
> > required to crush the new sleeve.
> >
> > 3) The existing ring bolts are 3/8" 24 tpi with a 13/16" head
> > and are 9 point. The new replacement bolts are the same except
> > they have only 7/16" head and are only 8 point. Why should I put
> > these new inferior bolts on my ring if I don't remove the old
> > bolts and the ring from the carrier???
> >
> > Any help will be much appreciated.
> >
> > Troy
to crush the sleeve. I have only one crush sleeve, but
obviously I should have ordered some extra ones. Also, my torque
wrench only goes up to 250 ftlbs and I'm a bit worried about
going into the 350 ftlb range without knowing where I am. All
this worry is because I have never done this before. If I
thought there was a harmless shortcut, I would take it. But all
of you
can rest easy, I will go ahead and install the new crush sleeve
whichever way I go.
Also, I have all the micrometers, calipers, inlb torque wrench,
etc. necessary for checking and making sure preloads and backlash
are within specs. I even have the monster W-129B differential
case ------er that I miraculously found a while back in a pawn
shop for fifty bucks.
But I do have tight budget constraints, and if I have to
re-install the old R&P with new bearings, I will. I've requested
quotes from various drivetrain shops for a new R&P. If I go the
route of reusing the old R&P and the noise is still there, or
worse than before, I will do it all over again with new R&P and
then I will have had the experience to maybe do a better job. I
presently have far more time than money, so it would be no big
deal to do it all over again.
Anyway, all the replies to my query, even with the disagreements,
have been most helpful. Thanks to all of you!
Troy
Steve G wrote:
>
> The role of the crush sleeve has not to do with the ring and pinion, it is
> there to assist is establishing the pre-load on the bearings, which will be
> new in your case. The crush sleeve is only a couple of bucks and is not
> rocket science to install properly. Why would you hesitate? Make sure
> you're following the procedure in your manual and go about it slowly. In
> most cases you install the pinion into the housing and adjust bearing
> pre-load before you install the ring gear. Generally, you crush the sleeve
> until you just reach zero lash of the pinion. From there you use an inch-lb
> torque wrench and measure the amount of torque to turn the pinion. You
> crush the sleeve until you reach the req'd torque to turn the pinion. Go
> too far and you throw away that crush sleeve and start again.
> Bill is probably right about the ring and pinion. Noise apparent on
> acceleration and deceleration is usually ring and pinion tooth contact
> noise. Could be a pinion bearing, on acceleration would be the back one,
> deceleration would be the front one. What are the chances of those two
> bearings being simultaneously at fault, especially with no visible damage?
> If you're going to replace the ring and pinion, make sure you know what
> you're doing when it comes to setting pinion depth and ring gear backlash.
> Improper pinion depth will leave you with more noise than you prolly have
> now.
> Actually, if you can tolerate the noise, replace the bearings and live
> with it. The jeep will most likely die with the noise, not from it.
> Steve g.
> <gollee@ohmygosh.net> wrote in message
> news:40FEAA56.A92CE653@ohmygosh.net...
> > The original symptoms were noisy rearend. At least half of the
> > noise went away after I installed new wheel bearings and new
> > axles. The noise that remained was on acceleration and
> > deceleration between about 20 to 35 mph. No noise on turns or at
> > highway speeds.
> >
> > Okay, I've got everything out of the Dana 35c housing. The
> > carrier and pinion are on my work bench. The pinion bearing cups
> > are also on the bench. Nothing left in the pumpkin. I have a
> > bearing replacement kit ready to start installing after the old
> > bearings are removed from the pinion and carrier. I have some
> > questions for the rearend experts.
> >
> > 1) The ring and pinion look fine to me, no cracks or broken
> > teeth, no unusual wear pattern, no burnishing or signs of
> > overheating, but how do you tell if the ring and pinion need
> > replacing other than for these obvious clues??
> >
> > 2) If I use the old ring and pinion with new bearings, what would
> > keep me from re-installing the old crush sleeve, providing I
> > carefully brought the pinion nut up to torque and checked and
> > found the pinion preload was within specs?? In other words, why
> > do I have to use the new crush sleeve??? I don't have a 300 to
> > 400 pound torque wrench which the instructions say will be
> > required to crush the new sleeve.
> >
> > 3) The existing ring bolts are 3/8" 24 tpi with a 13/16" head
> > and are 9 point. The new replacement bolts are the same except
> > they have only 7/16" head and are only 8 point. Why should I put
> > these new inferior bolts on my ring if I don't remove the old
> > bolts and the ring from the carrier???
> >
> > Any help will be much appreciated.
> >
> > Troy
#60
Guest
Posts: n/a
Re: Dana 35c Overhaul questions
Why would I hesitate? Because of the amount of torque involved
to crush the sleeve. I have only one crush sleeve, but
obviously I should have ordered some extra ones. Also, my torque
wrench only goes up to 250 ftlbs and I'm a bit worried about
going into the 350 ftlb range without knowing where I am. All
this worry is because I have never done this before. If I
thought there was a harmless shortcut, I would take it. But all
of you
can rest easy, I will go ahead and install the new crush sleeve
whichever way I go.
Also, I have all the micrometers, calipers, inlb torque wrench,
etc. necessary for checking and making sure preloads and backlash
are within specs. I even have the monster W-129B differential
case ------er that I miraculously found a while back in a pawn
shop for fifty bucks.
But I do have tight budget constraints, and if I have to
re-install the old R&P with new bearings, I will. I've requested
quotes from various drivetrain shops for a new R&P. If I go the
route of reusing the old R&P and the noise is still there, or
worse than before, I will do it all over again with new R&P and
then I will have had the experience to maybe do a better job. I
presently have far more time than money, so it would be no big
deal to do it all over again.
Anyway, all the replies to my query, even with the disagreements,
have been most helpful. Thanks to all of you!
Troy
Steve G wrote:
>
> The role of the crush sleeve has not to do with the ring and pinion, it is
> there to assist is establishing the pre-load on the bearings, which will be
> new in your case. The crush sleeve is only a couple of bucks and is not
> rocket science to install properly. Why would you hesitate? Make sure
> you're following the procedure in your manual and go about it slowly. In
> most cases you install the pinion into the housing and adjust bearing
> pre-load before you install the ring gear. Generally, you crush the sleeve
> until you just reach zero lash of the pinion. From there you use an inch-lb
> torque wrench and measure the amount of torque to turn the pinion. You
> crush the sleeve until you reach the req'd torque to turn the pinion. Go
> too far and you throw away that crush sleeve and start again.
> Bill is probably right about the ring and pinion. Noise apparent on
> acceleration and deceleration is usually ring and pinion tooth contact
> noise. Could be a pinion bearing, on acceleration would be the back one,
> deceleration would be the front one. What are the chances of those two
> bearings being simultaneously at fault, especially with no visible damage?
> If you're going to replace the ring and pinion, make sure you know what
> you're doing when it comes to setting pinion depth and ring gear backlash.
> Improper pinion depth will leave you with more noise than you prolly have
> now.
> Actually, if you can tolerate the noise, replace the bearings and live
> with it. The jeep will most likely die with the noise, not from it.
> Steve g.
> <gollee@ohmygosh.net> wrote in message
> news:40FEAA56.A92CE653@ohmygosh.net...
> > The original symptoms were noisy rearend. At least half of the
> > noise went away after I installed new wheel bearings and new
> > axles. The noise that remained was on acceleration and
> > deceleration between about 20 to 35 mph. No noise on turns or at
> > highway speeds.
> >
> > Okay, I've got everything out of the Dana 35c housing. The
> > carrier and pinion are on my work bench. The pinion bearing cups
> > are also on the bench. Nothing left in the pumpkin. I have a
> > bearing replacement kit ready to start installing after the old
> > bearings are removed from the pinion and carrier. I have some
> > questions for the rearend experts.
> >
> > 1) The ring and pinion look fine to me, no cracks or broken
> > teeth, no unusual wear pattern, no burnishing or signs of
> > overheating, but how do you tell if the ring and pinion need
> > replacing other than for these obvious clues??
> >
> > 2) If I use the old ring and pinion with new bearings, what would
> > keep me from re-installing the old crush sleeve, providing I
> > carefully brought the pinion nut up to torque and checked and
> > found the pinion preload was within specs?? In other words, why
> > do I have to use the new crush sleeve??? I don't have a 300 to
> > 400 pound torque wrench which the instructions say will be
> > required to crush the new sleeve.
> >
> > 3) The existing ring bolts are 3/8" 24 tpi with a 13/16" head
> > and are 9 point. The new replacement bolts are the same except
> > they have only 7/16" head and are only 8 point. Why should I put
> > these new inferior bolts on my ring if I don't remove the old
> > bolts and the ring from the carrier???
> >
> > Any help will be much appreciated.
> >
> > Troy
to crush the sleeve. I have only one crush sleeve, but
obviously I should have ordered some extra ones. Also, my torque
wrench only goes up to 250 ftlbs and I'm a bit worried about
going into the 350 ftlb range without knowing where I am. All
this worry is because I have never done this before. If I
thought there was a harmless shortcut, I would take it. But all
of you
can rest easy, I will go ahead and install the new crush sleeve
whichever way I go.
Also, I have all the micrometers, calipers, inlb torque wrench,
etc. necessary for checking and making sure preloads and backlash
are within specs. I even have the monster W-129B differential
case ------er that I miraculously found a while back in a pawn
shop for fifty bucks.
But I do have tight budget constraints, and if I have to
re-install the old R&P with new bearings, I will. I've requested
quotes from various drivetrain shops for a new R&P. If I go the
route of reusing the old R&P and the noise is still there, or
worse than before, I will do it all over again with new R&P and
then I will have had the experience to maybe do a better job. I
presently have far more time than money, so it would be no big
deal to do it all over again.
Anyway, all the replies to my query, even with the disagreements,
have been most helpful. Thanks to all of you!
Troy
Steve G wrote:
>
> The role of the crush sleeve has not to do with the ring and pinion, it is
> there to assist is establishing the pre-load on the bearings, which will be
> new in your case. The crush sleeve is only a couple of bucks and is not
> rocket science to install properly. Why would you hesitate? Make sure
> you're following the procedure in your manual and go about it slowly. In
> most cases you install the pinion into the housing and adjust bearing
> pre-load before you install the ring gear. Generally, you crush the sleeve
> until you just reach zero lash of the pinion. From there you use an inch-lb
> torque wrench and measure the amount of torque to turn the pinion. You
> crush the sleeve until you reach the req'd torque to turn the pinion. Go
> too far and you throw away that crush sleeve and start again.
> Bill is probably right about the ring and pinion. Noise apparent on
> acceleration and deceleration is usually ring and pinion tooth contact
> noise. Could be a pinion bearing, on acceleration would be the back one,
> deceleration would be the front one. What are the chances of those two
> bearings being simultaneously at fault, especially with no visible damage?
> If you're going to replace the ring and pinion, make sure you know what
> you're doing when it comes to setting pinion depth and ring gear backlash.
> Improper pinion depth will leave you with more noise than you prolly have
> now.
> Actually, if you can tolerate the noise, replace the bearings and live
> with it. The jeep will most likely die with the noise, not from it.
> Steve g.
> <gollee@ohmygosh.net> wrote in message
> news:40FEAA56.A92CE653@ohmygosh.net...
> > The original symptoms were noisy rearend. At least half of the
> > noise went away after I installed new wheel bearings and new
> > axles. The noise that remained was on acceleration and
> > deceleration between about 20 to 35 mph. No noise on turns or at
> > highway speeds.
> >
> > Okay, I've got everything out of the Dana 35c housing. The
> > carrier and pinion are on my work bench. The pinion bearing cups
> > are also on the bench. Nothing left in the pumpkin. I have a
> > bearing replacement kit ready to start installing after the old
> > bearings are removed from the pinion and carrier. I have some
> > questions for the rearend experts.
> >
> > 1) The ring and pinion look fine to me, no cracks or broken
> > teeth, no unusual wear pattern, no burnishing or signs of
> > overheating, but how do you tell if the ring and pinion need
> > replacing other than for these obvious clues??
> >
> > 2) If I use the old ring and pinion with new bearings, what would
> > keep me from re-installing the old crush sleeve, providing I
> > carefully brought the pinion nut up to torque and checked and
> > found the pinion preload was within specs?? In other words, why
> > do I have to use the new crush sleeve??? I don't have a 300 to
> > 400 pound torque wrench which the instructions say will be
> > required to crush the new sleeve.
> >
> > 3) The existing ring bolts are 3/8" 24 tpi with a 13/16" head
> > and are 9 point. The new replacement bolts are the same except
> > they have only 7/16" head and are only 8 point. Why should I put
> > these new inferior bolts on my ring if I don't remove the old
> > bolts and the ring from the carrier???
> >
> > Any help will be much appreciated.
> >
> > Troy