Drive axle Overhaul

Removal of the drive axle assembly varies

slightly depending on the type, integral carrier,
removable carrier or integral pinion with
removable carrier; however all involve removing
the drive shaft and the axles.
Inspect carrier prior to disassembly for signs of
damage
It is essential that if a drive gear set is to be
reused you must check backlash and contact
pattern before disassembly so as not to change
wear pattern on re-
assembly
Measuring backlash will also indicate amount of wear on gear set
(compare measurement to OEM specifications to determine if gear set
can be reused) Performing a pattern check will also indicate whether a
gear set can be reused.
Repair of a drive axle is usually necessary
because of bearing failure or catastrophic
failure of the gear set. It is important to note
however that bearing failure can lead to
irregular gearset wear necessitating its
replacement. Inspect gears closely on
disassembly to assess wear. Note that
drive axle gears have a normal rough looking surface when new and
small lines in the face of the gears may be normal as the gearset wears
itself in. Do not overlook the differential gearset, excess wear can occur
to the spider and side gears due to driver abuse such as spinout.
Before removing the carrier be sure to mark one side bearing cap
and leg with a punch so that they are reassembled on the correct
side and the bearing adjuster threads line up.


The differential carrier in
most heavy duty systems
has two halves the case
half or plain half and the
flange half that has the
ring or crown gear attached to it. Before disassembling the
case you must mark the halves so they can be reassembled
correctly.




In drive axle overhauls there may be several checks and setting such as differential gearset rotating
torque and thrust block setting but all axles require four common adjustments and they are;

Pinion bearing preload, to ensure that the pinion stays in its correct position, this adjustment ensures
rigidity of the gearset

Pinion depth setting, to ensure the pinion is meshed with the crown gear correctly, this adjustment will
affect tooth contact pattern.

Carrier bearing or side bearing preload, to ensure the carrier cannot move away from the pinion
under load, this adjustment ensures rigidity of the gearset.

Gearset backlash, to provide the correct running clearance for the gearset, this adjustment will affect
tooth contact pattern.

1. Pinion Bearing Pre-load.
Bearings are preloaded to provide rigidity to pinion
Rigidity of pinion controls its alignment to ring or crown gear.
There are several methods of setting pinion pre-load but the
most common is a spacer of varying thickness between two
opposed tapered roller bearings. The bearings are preloaded to
a specified rolling torque dimension. Using the press method
allows setting of the pre-load without assembling the pinion in the
carrier. The press is used to replicate pressure that would be
exerted on the bearings when the yoke nut is tightened. If the outer
bearing is a slip fit the check may be done with the pinion in the
bearing cage as at right.
Refer to manual for specifications and procedure. The OEM
manual will specify a certain tonnage of press load to represent
the torque on the pinion nut. A spring scale is used to measure
pounds pulled. The OEM will recommend either a pounds
pulled spec or an inch pound torque spec. When an
inch/pound specification is given the pounds pulled must be
multiplied times the radius of the pinion bearing cage.
If the outer pinion bearing is an interference fit the
same procedure is used but without the pinion
installed. In both methods increase the press load as
you rotate the bearing cage if the cage stops rotating
before the correct tonnage is reached investigate the
cause or add spacer thickness. Always read the
pounds pulled only after the cage is spinning not the
amount it takes to start to rotate it. A thicker spacer
will decrease pre-load or pounds pulled and a thinner
spacer will increase preload or pounds pulled.



With an integral pinion bearing cage as at left the pinion
must be temporarily
installed in the carrier.
The yoke and nut are
installed and an
inch/pound torque wrench
is used to measure pre-
load. Usually the rotating
torque setting is between
20 and 40 inch pounds.
But always refer to the
OEM maintenance
manual for procedure and
specifications

The procedure for light duty integral
drive axles is similar to the above but
instead of using a selectable preload
spacer a collapsible spacer is used.











2. Pinion Depth.
A shim pack placed between the pinion flange and the
carrier housing controls pinion depth in most drive axles
however there again are different methods of setting pinion
depth. Some lighter duty systems may use shims between
the inner pinion bearing and the pinion or under the inner
pinion bearing race in the housing.
Pinion depth is the distance between the centerline of the
ring gear and the end of the pinion (observed in side view).
This dimension determines how deep in mesh with the
crown gear the pinion must run to operate properly. When
pinion and crown gears are manufactured it is impossible
to make any two gear sets exactly the same. Gear sets are
run together in the
lapping process so
no two are exactly
alike. Pinion depth
dimensions are
given in the service
manual for the
perfect or optimal pinion position. So the distance from the
optimal pinion to the centre line of the crown wheel is referred
to as nominal mounting distance or dimension. If the pinion
depth setting is not nominal the pinion will have a pinion cone
variation number, (a plus (+) or a minus (-) followed by a
number indicating the thousandths of an inch of variation.
This number is inscribed by the manufacturer to indicate a
change, from (nominal), of the mounting distance or dimension. The new pinion must be installed at
the nominal dimension plus or minus its variation number. The size of the shim pack that will
constitute a nominal mounting must be determined.
Although this number can be measured by using a
special micrometer, see diagram at right, not too
many shops will have the correct adapters for
every drive axle. So to get around this we can
check the old gear sets pinion variation number.
Measure the shim pack thickness and then factor
in the old and new variation numbers to ensure
shim pack thickness is correct. (Refer to
appropriate shop manual).

Basically you must figure out, (from the original pinions
variation number), what thickness shim pack would
correspond to a nominal mounting distance. To do this look at
the old pinion if it does not
have a variation number then
the shim pack should already
be the nominal dimension
shim pack. In this case you
must merely either add or
subtract the new pinions
variation number to find the
correct mounting dimension. A plus variation number means the
pinion must be mounted further away from the crown wheel so
shims must be added to the pack a minus dimension means shims
must be removed so the pinion is mounted closer to the crown
wheel. If the pinion depth is not set correctly the contact pattern will be poor and the life expectancy
of the gear set will be severely shortened. A minimum of three shims must be used with a thin shim
on the outside and inside of the pack to act as gaskets or the cage may leak.
3. Carrier Bearing Pre-load.
Pre-loading the carrier or side bearings ensures rigidity of differential case in relation to the carrier or
housing. Rigidity ensures backlash remains consistent
as the ring or crown gear turns under no-load
conditions, normal loading will cause an acceptable
amount of deflection of the crown wheel thereby
increasing backlash. This is expected and the
operating clearances for the crown and pinion are set
with this expected deflection in mind. Pre-load makes
sure that the crown gear is rigidly supported by the
carrier or side bearings. Side bearing pre-load can be
controlled by one of two ways threaded bearing
adjusters are used in some light duty and all heavy
duty applications, other light duty systems may use
shim packs either under the side bearings or on the
outside of the side bearing cups.
Pre-load actually stretches the carrier housing slightly,
maintaining a light pressure on carrier bearings. Some
manufacturers suggest or require preload and backlash
be adjusted at same time. Combined adjustment ensures
preload is not compromised during backlash adjustment.
Using a dial indicator is the most accurate method of
setting preload. Refer to manual for specifications and
procedure for the specific unit being serviced. The
following is a general procedure and is only one method
of adjusting preload.
Mount a dial indicator to the carrier so that its pointer
contacts a crown gear tooth at 90 degrees to measure
gearset backlash. Adjust the crown wheel tooth side
bearing adjuster until one thread is showing from under
the bearing cap. Then tighten the other bearing adjuster
until there is no backlash at the crown wheel, take care to
ensure the crown gear is not jammed into the pinion, you
must stop the adjustment precisely at the point where backlash is eliminated. Use the dial indicator to
determine this exact point.
Turn the crown wheel to determine that there is no binding because of gear runout and then reset
zero backlash at the point of closest mesh. Then
tighten the tooth side bearing adjuster until
gearset backlash of 4 to 6 thousandths of an inch
is achieved this will indicate that the bearing caps
have been expanded and that preload is correct.
Another method of achieving this preload is to
actually measure the bearing cap deflection with
a large micrometer, be sure to follow the method
recommended by the OEM. The normal backlash
setting for new gearing is approximately 6 to 20
thousandths of and inch and if using new gearing
no further adjustment may be necessary after
either of these methods however backlash may
need to be adjusted to achieve the correct tooth
contact pattern.
4. Gearset Backlash.
Backlash is the running clearance between the drive
gears. Backlash for a drive gear set must be adjusted to
specification; however because gearset backlash is one
of the critical adjustments to control tooth contact pattern
all OEMs allow variation in backlash to modify the
contact pattern. Backlash is controlled by positioning of
the same bearing adjusters used to set preload. To set
backlash after the preload has been set the bearing
adjusters must be moved in unison notch for notch,
loosening one side and tightening the other by the exact
same amount to maintain preload. A dial indicator with its
plunger positioned against the drive side of the ring gear
is used to measure backlash. The pinion gear must be
held steady and the ring gear rocked back and forth from
the drive side to the coast side.

Checking Gear Tooth Contact Pattern.
Pinion depth and backlash adjustments are always followed up with a tooth contact pattern check. If a
pattern check reveals that pinion depth or back-lash are incorrect regardless of what you have
calculated from the variation numbers etc., pinion depth and or backlash should be changed to
correct pattern. It is absolutely essential that the contact pattern is within the normal range or
the gearset will be noisy and its life will be considerably shortened.
Refer to shop manual and adjust as per recommended procedure

Gear tooth nomenclature is
listed at left. The toe of the
crown gear tooth is always to
the inside of the circle it forms.








OEMs refer to the contact
pattern in different ways, some
talk about face width and some
talk about lengthwise bearing, or they talk about profile bearing and depth of contact no matter which
description they use they are all talking about the same thing, the point of contact between the pinion
gears teeth and the crown gears teeth.
In basic gearing we learn that typical spur tooth gears create noise because as the teeth enter and
leave mesh they create a clicking sound that is amplified by the speed of the gears. Spiral or helical
gears do not create as much noise because they slide in and out of mesh rather than clicking out all
at once. In a drive axle it is no different, the gear teeth must not leave mesh at the end of another
tooth or that same clicking sound will occur causing a high pitched whine or howl as speed increases.

At the same time drive axle gear teeth are exposed to extreme loads and we must make use of the
entire tooth surface to provide strength or the gears would wear out prematurely.
So to accomplish both of these tasks the positioning of the gear teeth in relation to each other is
critical. Ideally we want the loaded tooth contact pattern to cover most of the tooth face for strength
and not to come off the ends to prevent noise. Unfortunately we can not load the gearing sufficiently
when checking the pattern so we can only check what is known as a hand rolled pattern.

TOOTH CONTACT PATTERN CHECK: is performed to verify the correct "Pinion Position" and
"Backlash" setting. Tooth contact is checked on the drive side of the ring gear teeth. After coating the
teeth with a suitable gear marking compound or paint. Generally a dozen or so teeth are coated with
marking compound and then the painted teeth of the ring gear are rotated back and forth through
mesh with the pinion at least six times to obtain a pattern. Remember to coat the drive side of the
teeth, Hypoid gearing is driven on the convex side of the tooth.
The tooth contact on the ring gear consists of a "Profile" bearing and a "Lengthwise" bearing on the
teeth. Profile contact is up and down on the tooth face and is affected by "Pinion Position". The
Lengthwise contact appears along the tooth length and is affected by drive gear "Backlash".
The picture at right shows a normal contact pattern for new conventional Hypoid gearing.

Note the three attributes of a good pattern;

1. The pattern is close to but clear of the toe.

2. The pattern is evenly centred between the top land
and the root of the tooth, this is also known as profile
bearing

3. The pattern extends at half way along the tooth
face width, also known as lengthwise bearing.






A normal hand rolled
pattern like the one at left
on conventional Hypoid
gearing will mean as the
gear teeth are loaded up the
contact pattern will spread
out towards the heel of the
tooth giving full contact as
the load increases to
maximum as can be seen in
the loaded pattern diagram
at right.





If the contact pattern is not correct you must fix it or noise and gearset damage will occur!
Backlash controls the movement of the pattern along the tooth face width or lengthwise bearing.
Pinion depth controls the movement of the pattern up and down the face of the tooth or profile
bearing. Note that pinion depth adjustments will change backlash and if you are removing shims from
the pinion cage to install the pinion closer to the crown gear centreline you will need to increase
backlash appropriately or damage to the gearset may occur.

Toe concentration
When tooth patterns are
concentrated in the "Toe" area
of the ring gear teeth, the gear
set has insufficient "backlash".
The pattern will be corrected by
increasing backlash, moving the
contact away from the "Toe"
and increasing the pattern's
length.






Heel concentration
Heel concentrated patterns are
due to excessive "Backlash"
between the drive gears. The
pattern will be improved by
decreasing Backlash, which
causes the ring gear's tooth
pattern to move towards the Toe
area and decrease its length.






Top concentration
When tooth patterns are
concentrated in the top area of
the ring gear teeth, the "Pinion"
is positioned too fat away from
the ring gear. The shim pack
will have to be decreased,
allowing the tooth pattern to
shift down on the tooth's profile,
centralizing the tooth pattern
between top and tooth root.




Root concentration
Root concentrated tooth patterns
are due to the "Pinion" being
positioned too deeply into the ring
gear. Shims will have to be added to
the pinion to move the pattern up
the tooth's profile to sit midway
between root and tooth top.
NOTE: Whenever the pinion is
repositioned "backlash" will have to
be readjusted at the ring gear.




The patterns and adjustments just shown are for
conventional Hypoid and spiral bevel gearsets. Some
manufacturers use gears that are slightly different.
Mack uses a form of spiral bevel gearing called
Durapoid which has a slightly different tooth design
which makes it stronger but the contact pattern is
different it is more centred along the tooth face. When
this type of gearing is loaded the pattern spreads out
along the face in both directions rather than just towards the heel.
Rockwell, now Arvin Meritor uses a similar tooth design
change in some of its gearsets called Hypoid Generoid and
its pattern is similarly closer to the centre on a hand rolled
pattern check. The pattern at left is the newest called for in
Generoid gearing it is a little closer to the centre of the tooth
than conventional. Older
Rockwell service manuals
call for a pattern similar to
the one shown below right
much closer to the centre.

Macks Durapoid type gearing must also match the pattern at right.
These gears are designed to accomplish the same thing as
conventional gearing that is to spread the contact over the entire
tooth surface when loaded.

Always check the manufacturers manual to be certain the pattern is
correct.
The following diagram compares the contact patterns of conventional Hypoid and Hypoid Generoid
gearsets.


Some drive axles have a thrust screw installed behind the crown
gear at the point of mesh with the pinion to control crown gear
deflection under load. This thrust screw may be just a large
screw or it may have a thrust block swaged to the end. After the
pattern is correct you will need to install and adjust the thrust
screw. Typically this involves tightening the screw until it
contacts the back face of the crown gear and then backing it out
a specified amount usually half to one turn and then tightening
the lock nut. This establishes a running clearance for the thrust
screw. In normal operation it will not contact the crown gear but
it will stop the deflection of the crown gear during heavily loaded
conditions. Be careful not to remove the thrust screw completely
in an assembled drive axle as you may cause the thrust block to
fall into the unit leading to a costly tear down to remove it.

After the drive axle is reassembled the wheel axles
need to be installed. There are two types of axles that
are used, semi floating and full floating. Semi-floating
axles are found in light duty applications, semi-floating
axle carry the entire vehicle weight at the outer end.
They may be retained by a bearing retainer at the
wheel or by a clip arrangement inside the differential.
Bearing retainer types will have ball bearing at the
wheel to handle axial thrusts while with the clip type
axial thrusts are controlled by the axle ends inside the
differential.

Roller bearing
semi floating
style at left




Ball bearing semi
floating style at
right with bearing
retainer.





The clip used to retain the roller bearing style semi
floating axle is shown at left. The clip slides into a
groove cut into the inner end of the axle and then the
clip and the axle fit into a recess in the side gear. The
spider gears pinion shaft is then installed and the axles
are held in this outward position. The clips can not be
removed until the pinion shaft is removed.

All larger truck drive axles will have full floating
axles, these axles are bolted to the wheel hubs and
do not carry any of the vehicle weight. The vehicle
weight is supported by two opposed tapered roller
bearings in the hub as seen at right.







The full floating axles are typically centred in the hub
by a series of tapered wedges under the attaching
bolts these tend to bind the axles to the hub and make
them difficult to remove. To remove the axles loosen
the retaining bolts or nut and leave them attached by
on or two threads and then hold a brass hammer
against the driving lugs of the axle and strike it with a
sledge this will free the wedges and allow the axle to
be removed, CAUTION do not remove the bolts or nuts
completely until the wedges are free they can fly off at
tremendous velocity and cause injury to you or others
in the shop!
The last task is to fill the drive axle with an approved
API GL-5 lubricant this lubricant has extreme pressure
additives and is suitable for you with Hypoid gears that
are subject to extreme loading at the tooth contact point. API GL-5 is available in different viscosities
for operation in different ambient temperatures and you must select the proper viscosity for the
intended use.


When filling the axle it is critical that the wheel hubs
are also filled. To ensure the hubs have sufficient
lubrication follow this procedure.

Fill the axle housing
with the correct lube until the level is
even with the fill hole then jack up
one side of the axle and wait for one
minute to allow the lube to flow into
the hub. Return the axle to level and
wait a minute for the fluid to stabilize
and then jack up the other side and
again wait one minute. Return the
axle to level and after one minute
recheck the lube oil level and ensure that it is level with the fill hole.
Note! Some drive axles may be filled from different locations depending
on mounting angle, and tandem drive power dividers may need to filled
at more than one location such as the inter axle differential housing.
Always check the service manual to be sure.