Kit Installation Instructions T - Yukon Gear

Kit Installation InstructionsPLEASE READ COMPLETELY BEFORE INSTALLATION

This installation guide was written to provide the novice and professional with easyguidelines for differential setup. Over the years we have gathered information fromGleason gear design manuals, Dana Spicer instruction manuals, technical bulletins

and General Motors repair manuals. We have personally experienced good results usingthe techniques in these instructions while setting up over forty thousand differentials.

Ring and pinion gears are designed to be set-up and run with exact tolerances. Replacingall parts every time a differential is worked on is not only unnecessary, but is ridiculous.However, any gear misalignment or deflection under load caused by worn or questionableparts, can lead to early failure that can cost a lot more than the price of replacing them thefirst time. Use your best judgment and remember that fixing your differential again, if itfails, will take as much time and money as it did the first time.

We highly recommend Timken bearings and have used them for as long as we canremember. We believe Timken bearings have held up best in all of the differentials we haveassembled or disassembled. We also recommend using only new or good used parts. Newparts are usually worth installing and save a lot of time and money that can be list by usingworn or questionable parts that lead to early failure.

We hope that these instructions are helpful and you will get years of use from your differential.

Thank you Robert Hunt and Gregg Lloyd for your expert input and advice.

From all of us at Yukon Gear & Axle

© Copyright 2014 Yukon Gear & Axle

© Yukon Gear & Axle

Kit Installation Manual 3

1. Set-Up Specifications . . . . . . . . . . . . . . . . . . . . . . . . 21. Tool List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42. Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12

Order of Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Selecting Shims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Preparing Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Seal Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Assembly Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Pinion Trial Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Initial Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Adjusting Initial Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Checking the Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Important Pattern Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Used Gear Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Adjusting Pinion Depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Pinion Bearing Preload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Crush Sleeve Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10Preload Shim Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10Final Backlash and Carrier Bearing Preload Adjustments . . . . . . . 11Screw Adjuster Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11Outside Shim Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Inside Shim Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

4. Final Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

5. Tooth Nomenclature . . . . . . . . . . . . . . . . . . . . . . . . 136. Acceptable Patterns . . . . . . . . . . . . . . . . . . . . . . . . 147. Pinion Is Too Close . . . . . . . . . . . . . . . . . . . . . . . . 158. Pinion Is Too Far Away . . . . . . . . . . . . . . . . . . . . . . 169. Instructions Summary . . . . . . . . . . . . . . . . . . . . 17-18

Checking Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17Obtaining Proper Gear Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17Pattern Movements Summarized . . . . . . . . . . . . . . . . . . . . . . . . . . 18

10. Break-In Information . . . . . . . . . . . . . . . . . . . . . . . 1812. Warranty Information . . . . . . . . . . . . . . . . . . . . 19-20

TABLE OF CONTENTS

Set U

p Sp

ecifi

cati

ons

PIN

ION

BEA

RIN

GPR

ELO

AD

5 C

ut

2 C

ut

R.G

. BO

LTC

AP

OEM

NEW

U

SED

B/L

B/L

TO

RQ

UE

DIF

FER

ENTI

AL

MO

DEL

SHIM

DEP

TH*

(INC

H L

BS)

(0.0

00”)

(0.0

00”)

(F

OO

T LB

S)G

ENER

AL

MO

TORS

Old

s/Po

nt

D/O

14-1

96-

76-

1055

70‘6

3-’7

9 C

orv

ett

e.0

3014

-19

6-8

6-10

5560

D36

Co

rve

tte

.045

12-1

56-

86-

1055

55D

44 C

orv

ett

e.0

3014

-19

6-9

6-10

5555

55P

& 5

5T.0

2614

-18

6-8

6-10

5560

7.2"

.030

11-1

46-

76-

1055

607.

5" &

7.6

" .0

3512

-15

6-7

6-10

3-6

6560

7.6"

IRS

(195

mm

)12

-15

6-7

3-6

6560

7.75

".0

2512

-15

6-7

6-10

6560

8.2"

.030

12-1

56-

76-

1055

608.

0"12

-15

6-7

3-6

6560

8.2"

Old

s/Po

nt

.030

12-1

56-

76-

1055

608.

25" I

FS.0

3714

-19

6-8

6-10

6555

8.5"

& 8

.6"

.037

14-1

96-

86-

103-

665

608.

6 IR

S (2

18m

m)

14-1

96-

83-

665

609.

25" I

FS.0

3215

-22

7-9

5-7

103

639.

5".0

3015

-22

7-9

6-10

7580

10.5

" AA

M (

W/O

ut

Pin

Su

pp

ort

).0

5515

-25

8-11

6-10

5-7

175

120

11.5

" AA

M.0

5520

-30

8-11

6-10

5-7

175

200

12 B

olt

Pass

.030

14-1

96-

86-

1055

6012

Bo

lt Tr

uc

k.0

3013

-15

6-7

6-10

5560

14T

10.5

"(W

ith P

in S

up

po

rt)

.017

20-3

58-

116-

1012

013

5H

O72

(10

" R/G

).0

30PR

ESET

6-10

120

175

CH

RYSL

ER7-

1/4"

.025

12-1

46-

76-

1055

50C

200

13-1

76-

95-

975

100

8" (

C20

5).0

3412

-15

6-9

6-10

4-8

6575

8.25

" (C

213)

.030

12-1

56-

86-

104-

855

608.

75" ‘

41.0

9013

-15

6-8

6-10

5590

8.75

" ‘42

.090

15-2

57-

106-

1055

908.

75" ‘

89.0

3014

-19

6-9

6-10

5590

9.25

" Re

ar

.032

14-1

96-

96-

105-

965

759.

25" Z

F (C

235)

.065

17-2

27-

105-

916

510

09.

25" A

AM

Fro

nt

.035

15-2

510

-20

5-7

103

6310

.5" A

AM

.0

5515

-25

8-11

6-10

5-7

175

120

11.5

" AA

M.0

5520

-30

8-11

6-10

5-7

175

200

AM

C Mo

de

l 20

.095

14-1

96-

86-

1065

65M

od

el 3

5.0

4512

-14

6-7

6-10

5555

PIN

ION

BEA

RIN

GPR

ELO

AD

5 C

ut

2 C

ut

R.G

. BO

LTC

AP

OEM

NEW

U

SED

B/L

B/L

TO

RQ

UE

DIF

FER

ENTI

AL

MO

DEL

SHIM

DEP

TH*

(INC

H L

BS)

(0.0

00”)

(0.0

00”)

(FO

OT

LBS)

DA

NA

D25

12-1

56-

76-

1055

50D

2712

-15

6-7

6-10

5550

D28

.050

10-1

35-

66-

1055

50D

30.0

6512

-15

6-8

6-10

5560

D30

JK

.065

12-1

56-

86-

1080

60D

44.0

4214

-19

6-9

6-10

5560

D44

JK

.042

22-3

512

-15

6-10

135

80D

50.0

5514

-19

6-9

6-10

6560

D60

, 61

& 7

0U.0

5217

-30

8-10

6-10

110

80D

70.0

6122

-35

12-1

56-

1011

080

D80

.060

25-4

09-

114-

1017

590

S110

, S11

1, S

130,

S13

220

-40

8-12

9-16

150

140

S135

10-4

08-

129-

1212

012

5FO

RD 7.5"

.025

14-1

96-

811

-16

6060

8.0"

Dro

po

ut

.020

6-7

12-1

410

-15

6060

8.0"

IRS

14-1

98-

106-

1080

808.

8"

.026

14-1

96-

86-

1011

-16

6060

9.0"

OEM

R&

P.0

2213

-15

6-7

10-1

660

609.

0" N

ON

OEM

.022

13-1

56-

76-

1060

609.

0" D

ayt

on

a.0

2214

-16

6-8

6-10

6060

9-3/

8".0

2214

-16

6-8

10-1

570

609.

75"

.027

15-1

96-

86-

108-

1275

7010

.25"

& 1

0.5"

.025

20-3

56-

86-

108-

1295

80TO

YO

TA7.

5" F

. or R

..0

9512

-15

5-6

6-10

7070

8" F

. or R

..0

7412

-15

5-6

6-10

7070

8" C

lam

she

ll Fr

on

t.0

709-

145-

64-

870

709.

5" L

an

dc

ruise

r.0

208-

115-

66-

878

-89

809.

5" T

un

dra

9-15

7-12

4-8

100

7510

.5"

16-2

815

-19

4-8

145

150

Tru

ck

V6

R.

.067

14-1

75-

66-

1070

70T1

00 &

Ta

co

ma

.085

14-1

75-

66-

1070

70SU

ZUK

ISa

mu

rai

.055

12-1

55-

66-

1070

70(S

am

ura

i 5.3

8 R

&P

req

uire

s sp

ec

ial d

ep

th s

ett

ing

)

No

te: S

et

up

sp

ec

ific

atio

ns

are

rec

om

me

nd

ed

on

ly. P

lea

se c

all

with

qu

est

ion

s.*S

ug

ge

ste

d s

tart

ing

po

ints

Not

e: S

et u

p sp

ecifi

catio

ns a

re re

com

men

ded

only.

Ple

ase

call

with

que

stio

ns.*S

ugge

sted

sta

rting

poi

nts

or **

: M

ultip

le o

ptio

ns, T

orqu

e by

bol

t siz

e

(1)

3/8

” bol

ts

55

Ft. L

bs.

(2)

7/1

6” b

olts

75

Ft. L

bs.

(3)

1/2

“ bol

ts

135

Ft.

Lbs.

(*)

Dep

th b

ased

on

OE

Ran

ge

PIN

ION

BEA

RIN

G5

Cut

2 C

utR

.G. B

OLT

CAP

OEM

NEW

U

SED

B/L

B/L

TOR

QU

ED

IFFE

REN

TIAL

MO

DEL

SHIM

DEP

TH*

(INC

H L

BS)

(0.0

00”)

(0.0

00”)

(FO

OT

LBS)

GEN

ERAL

MO

TOR

S®

Old

s/Po

nt D

/O14

-19

6-7

6-10

5570

‘63-

’79

Cor

vette

0.03

014

-19

6-8

6-10

5560

D36

Cor

vette

0.04

512

-15

6-8

6-10

5555

D44

Cor

vette

0.03

014

-19

6-9

6-10

5555

55P

& 55

T0.

026

14-1

86-

86-

1055

607.

2"0.

030

11-1

46-

76-

1055

607.

5" &

7.6

" 0.

035

12-1

56-

76-

103-

665

607.

6" IR

S (1

95m

m)

12-1

56-

73-

665

607.

75"

0.02

512

-15

6-7

6-10

6560

8.2"

0.03

012

-15

6-7

6-10

5560

8.0"

0.03

712

-15

6-7

3-6

6560

8.2"

Old

s/Po

nt0.

030

12-1

56-

76-

1055

608.

25" I

FS0.

037

14-1

96-

86-

1065

558.

5" &

8.6

" 0.

037

14-1

96-

86-

103-

665

608.

6 IR

S (2

18m

m)

14-1

96-

83-

665

609.

25" I

FS0.

032

15-2

27-

95-

710

363

9.5"

0.03

015

-22

7-9

6-10

7580

10.

5" A

AM (W

/Out

Pin

Sup

port)

0.05

515

-25

8-11

6-10

5-7

175

120

11.5

" AAM

0.05

520

-30

8-11

6-10

5-7

175

200

12 B

olt P

ass

0.03

014

-19

6-8

6-10

5560

12 B

olt T

ruck

0.03

013

-15

6-7

6-10

5560

14T

10.5

"(With

Pin

Sup

port)

0.01

720

-35

8-11

6-10

120

135

CH

RYSL

ER®

7-1/

4"0.

025

12-1

46-

76-

1055

50C

200

0.21

212

-15

6-8

5-9

9060

8" (C

205)

0.03

412

-15

6-9

6-10

4-8

6575

8.25

" (C

213)

0.03

012

-15

6-8

6-10

4-8

5560

8.75

" ‘41

0.09

013

-15

6-8

6-10

5590

8.75

" ‘42

0.09

015

-25

7-10

6-10

5590

8.75

" ‘89

0.03

014

-19

6-9

6-10

5590

9.25

" Rea

r0.

032

14-1

96-

96-

105-

965

759.

25" Z

F (C

235)

0.06

517

-22

7-10

5-9

165

100

9.25

" AAM

Fro

nt0.

035

15-2

510

-20

5-7

103

6310

.5" A

AM0.

055

15-2

58-

116-

105-

717

512

011

.5" A

AM0.

055

20-3

08-

116-

105-

717

520

0AM

C® Mod

el 2

00.

095

14-1

96-

86-

1065

65M

odel

35

0.04

512

-14

6-7

6-10

5555

PIN

ION

BEA

RIN

GPR

ELO

AD5

Cut

2 C

utR

.G. B

OLT

CAP

OEM

NEW

U

SED

B/L

B/L

TOR

QU

ED

IFFE

REN

TIAL

MO

DEL

SHIM

DEP

TH*

(INC

H L

BS)

(0.0

00”)

(0.0

00”)

(FO

OT

LBS)

SPIC

ER®

D28

0.05

010

-13

5-6

11-1

655

50D

300.

065

12-1

56-

810

-15

(1) o

r (2)

**60

D30

JK

0.06

512

-15

6-8

6-10

(1) o

r (2)

**60

D30

JL

0.05

015

-20

8-12

6-10

5-8

7070

D35

JL

Rea

r0.

045

12-1

96-

106-

10 4

-713

550

D44

0.04

214

-19

6-10

6-10

(1) o

r (2)

**60

D44

(WK

& XK

)0.

042

15-2

08-

126-

10 6

-812

580

D44

JK

Fron

t0.

042

20-3

012

-15

6-10

(2) o

r (3)

**80

D44

JK

Rea

r0.

042

20-3

012

-15

6-10

(2) o

r (3)

**80

D44

HD

0.04

215

-20

8-12

6-10

6-8

125

80D

44 J

L Fr

ont

0.04

514

-26

8-12

6-10

4-7

135

70D

44 J

L R

ear

0.04

512

-19

6-10

6-10

4-7

135

70D

500.

055

14-1

96-

96-

10(2

) or (

3) **

60D

60, 6

1 &

70U

0.05

217

-30

8-10

6-10

110

80D

60SR

0.0

50*

16-3

08-

126-

10 5

-811

080

D70

0.06

122

-35

12-1

56-

1011

080

D80

0.06

025

-40

9-11

4-10

175

90

S1

10, S

111,

S13

0, S

132

20-4

08-

129-

1615

014

0S1

3510

-40

8-12

9-12

120

125

FOR

D®

7.5"

0.02

514

-19

6-8

11-1

660

608.

0" D

ropo

ut0.

020

12-1

46-

710

-15

6060

8.8"

0.

026

14-1

96-

86-

1011

-16

6060

9.0"

OEM

R&P

0.02

213

-15

6-7

10-1

660

609.

0" N

ON

OEM

0.02

213

-15

6-7

6-10

6060

9.0"

Day

tona

0.02

214

-16

6-8

6-10

6060

9.75

"0.

027

15-1

96-

86-

108-

1275

7010

.25"

& 1

0.5"

0.02

520

-35

6-8

6-10

8-12

9580

M27

5 0

.050

*20

-30

8-12

6-10

5-

8M

300

0.0

50*

20-3

08-

126-

10

5-8

TOYO

TA®

7.5"

F. o

r R.

0.09

512

-15

5-6

6-10

7070

8" F

. or R

.0.

074

12-1

55-

66-

1070

708"

Cla

msh

ell F

ront

0.07

09-

145-

64-

870

709"

Rev

erse

0.08

020

-30

8-12

6-10

100

9.5"

Lan

dcru

iser

0.02

08-

115-

66-

878

-89

809.

5" T

undr

a0.

048

9-15

7-12

4-8

100

75 1

0.5"

0.04

816

-28

15-1

94-

814

515

0Tr

uck

V6 R

.0.

067

14-1

75-

66-

1070

70T1

00 &

Tac

oma

0.08

514

-17

5-6

6-10

7070

NIS

SAN

®

M20

50.

060

15-2

08-

126-

105-

810

040

M22

60.

042

15-2

58-

126-

1010

0SU

ZUKI

®

Sam

urai

0.05

512

-15

5-6

6-10

7070

(Sam

urai

5.3

8 R&

P re

quire

s spe

cial

dep

th se

ttin

g)








TABLE OF CONTENTSSe

t Up

Spec

ifica

tion

sPI

NIO

N B

EAR

ING

PREL

OA

D5

Cu

t2

Cu

tR

.G. B

OLT

CA

P

OEM

NEW

U

SED

B/L

B/L

TO

RQ

UE

DIF

FER

ENTI

AL

MO

DEL

SHIM

DEP

TH*

(INC

H L

BS)

(0.0

00”)

(0.0

00”)

(F

OO

T LB

S)G

ENER

AL

MO

TORS

Old

s/Po

nt

D/O

14-1

96-

76-

1055

70‘6

3-’7

9 C

orv

ett

e.0

3014

-19

6-8

6-10

5560

D36

Co

rve

tte

.045

12-1

56-

86-

1055

55D

44 C

orv

ett

e.0

3014

-19

6-9

6-10

5555

55P

& 5

5T.0

2614

-18

6-8

6-10

5560

7.2"

.030

11-1

46-

76-

1055

607.

5" &

7.6

" .0

3512

-15

6-7

6-10

3-6

6560

7.6"

IRS

(195

mm

)12

-15

6-7

3-6

6560

7.75

".0

2512

-15

6-7

6-10

6560

8.2"

.030

12-1

56-

76-

1055

608.

0"12

-15

6-7

3-6

6560

8.2"

Old

s/Po

nt

.030

12-1

56-

76-

1055

608.

25" I

FS.0

3714

-19

6-8

6-10

6555

8.5"

& 8

.6"

.037

14-1

96-

86-

103-

665

608.

6 IR

S (2

18m

m)

14-1

96-

83-

665

609.

25" I

FS.0

3215

-22

7-9

5-7

103

639.

5".0

3015

-22

7-9

6-10

7580

10.5

" AA

M (

W/O

ut

Pin

Su

pp

ort

).0

5515

-25

8-11

6-10

5-7

175

120

11.5

" AA

M.0

5520

-30

8-11

6-10

5-7

175

200

12 B

olt

Pass

.030

14-1

96-

86-

1055

6012

Bo

lt Tr

uc

k.0

3013

-15

6-7

6-10

5560

14T

10.5

"(W

ith P

in S

up

po

rt)

.017

20-3

58-

116-

1012

013

5H

O72

(10

" R/G

).0

30PR

ESET

6-10

120

175

CH

RYSL

ER7-

1/4"

.025

12-1

46-

76-

1055

50C

200

13-1

76-

95-

975

100

8" (

C20

5).0

3412

-15

6-9

6-10

4-8

6575

8.25

" (C

213)

.030

12-1

56-

86-

104-

855

608.

75" ‘

41.0

9013

-15

6-8

6-10

5590

8.75

" ‘42

.090

15-2

57-

106-

1055

908.

75" ‘

89.0

3014

-19

6-9

6-10

5590

9.25

" Re

ar

.032

14-1

96-

96-

105-

965

759.

25" Z

F (C

235)

.065

17-2

27-

105-

916

510

09.

25" A

AM

Fro

nt

.035

15-2

510

-20

5-7

103

6310

.5" A

AM

.0

5515

-25

8-11

6-10

5-7

175

120

11.5

" AA

M.0

5520

-30

8-11

6-10

5-7

175

200

AM

C Mo

de

l 20

.095

14-1

96-

86-

1065

65M

od

el 3

5.0

4512

-14

6-7

6-10

5555

PIN

ION

BEA

RIN

GPR

ELO

AD

5 C

ut

2 C

ut

R.G

. BO

LTC

AP

OEM

NEW

U

SED

B/L

B/L

TO

RQ

UE

DIF

FER

ENTI

AL

MO

DEL

SHIM

DEP

TH*

(INC

H L

BS)

(0.0

00”)

(0.0

00”)

(FO

OT

LBS)

DA

NA

D25

12-1

56-

76-

1055

50D

2712

-15

6-7

6-10

5550

D28

.050

10-1

35-

66-

1055

50D

30.0

6512

-15

6-8

6-10

5560

D30

JK

.065

12-1

56-

86-

1080

60D

44.0

4214

-19

6-9

6-10

5560

D44

JK

.042

22-3

512

-15

6-10

135

80D

50.0

5514

-19

6-9

6-10

6560

D60

, 61

& 7

0U.0

5217

-30

8-10

6-10

110

80D

70.0

6122

-35

12-1

56-

1011

080

D80

.060

25-4

09-

114-

1017

590

S110

, S11

1, S

130,

S13

220

-40

8-12

9-16

150

140

S135

10-4

08-

129-

1212

012

5FO

RD 7.5"

.025

14-1

96-

811

-16

6060

8.0"

Dro

po

ut

.020

6-7

12-1

410

-15

6060

8.0"

IRS

14-1

98-

106-

1080

808.

8"

.026

14-1

96-

86-

1011

-16

6060

9.0"

OEM

R&

P.0

2213

-15

6-7

10-1

660

609.

0" N

ON

OEM

.022

13-1

56-

76-

1060

609.

0" D

ayt

on

a.0

2214

-16

6-8

6-10

6060

9-3/

8".0

2214

-16

6-8

10-1

570

609.

75"

.027

15-1

96-

86-

108-

1275

7010

.25"

& 1

0.5"

.025

20-3

56-

86-

108-

1295

80TO

YO

TA7.

5" F

. or R

..0

9512

-15

5-6

6-10

7070

8" F

. or R

..0

7412

-15

5-6

6-10

7070

8" C

lam

she

ll Fr

on

t.0

709-

145-

64-

870

709.

5" L

an

dc

ruise

r.0

208-

115-

66-

878

-89

809.

5" T

un

dra

9-15

7-12

4-8

100

7510

.5"

16-2

815

-19

4-8

145

150

Tru

ck

V6

R.

.067

14-1

75-

66-

1070

70T1

00 &

Ta

co

ma

.085

14-1

75-

66-

1070

70SU

ZUK

ISa

mu

rai

.055

12-1

55-

66-

1070

70(S

am

ura

i 5.3

8 R

&P

req

uire

s sp

ec

ial d

ep

th s

ett

ing

)

No

te: S

et

up

sp

ec

ific

atio

ns

are

rec

om

me

nd

ed

on

ly. P

lea

se c

all

with

qu

est

ion

s.*S

ug

ge

ste

d s

tart

ing

po

ints

PIN

ION

BEA

RIN

GPR

ELO

AD5

Cut

2 C

utR

.G. B

OLT

CAP

OEM

NEW

U

SED

B/L

B/L

TO

RQ

UE

DIF

FER

ENTI

AL M

OD

ELSH

IM D

EPTH

*(IN

CH

LBS

)(0

.000

”)(0

.000

”)

(FO

OT

LBS)

GEN

ERAL

MO

TOR

S®

Old

s/Po

nt D

/O14

-19

6-7

6-10

5570

‘63-

’79

Cor

vette

0.03

14-1

96-

86-

1055

60D

36 C

orve

tte0.

045

12-1

56-

86-

1055

55D

44 C

orve

tte0.

0314

-19

6-9

6-10

5555

55P

& 55

T0.

026

14-1

86-

86-

1055

607.

2"0.

0311

-14

6-7

6-10

5560

7.5"

& 7

.6"

0.03

512

-15

6-7

6-10

3-6

6560

7.6"

IRS

(195

mm

)12

-15

6-7

3-6

6560

7.75

"0.

025

12-1

56-

76-

1065

608.

2"0.

0312

-15

6-7

6-10

5560

8.0"

12-1

56-

73-

665

608.

2" O

lds/

Pont

0.03

12-1

56-

76-

1055

608.

25" I

FS0.

037

14-1

96-

86-

1065

558.

5" &

8.6

" 0.

037

14-1

96-

86-

103-

665

608.

6 IR

S (2

18m

m)

14-1

96-

83-

665

609.

25" I

FS0.

032

15-2

27-

95-

710

363

9.5"

0.03

15-2

27-

96-

1075

80 1

0.5"

AAM

(W/O

ut P

in S

uppo

rt)0.

055

15-2

58-

116-

105-

717

512

011

.5" A

AM0.

055

20-3

08-

116-

105-

717

520

012

Bol

t Pas

s0.

0314

-19

6-8

6-10

5560

12 B

olt T

ruck

0.03

13-1

56-

76-

1055

6014

T 10

.5"(W

ith P

in S

uppo

rt)0.

017

20-3

58-

116-

1012

013

5C

HRY

SLER

®

7-1/

4"0.

025

12-1

46-

76-

1055

50C

200

0.21

212

-15

6-8

5-9

9060

8" (C

205)

0.03

412

-15

6-9

6-10

4-8

6575

8.25

" (C

213)

0.03

12-1

56-

86-

104-

855

608.

75" ‘

410.

0913

-15

6-8

6-10

5590

8.75

" ‘42

0.09

15-2

57-

106-

1055

908.

75" ‘

890.

0314

-19

6-9

6-10

5590

9.25

" Rea

r0.

032

14-1

96-

96-

105-

965

759.

25" Z

F (C

235)

0.06

517

-22

7-10

5-9

165

100

9.25

" AAM

Fro

nt0.

035

15-2

510

-20

5-7

103

6310

.5" A

AM0.

055

15-2

58-

116-

105-

717

512

011

.5" A

AM0.

055

20-3

08-

116-

105-

717

520

0AM

C® Mod

el 2

00.

095

14-1

96-

86-

1065

65M

odel

35

0.04

512

-14

6-7

6-10

5555

PIN

ION

BEA

RIN

GPR

ELO

AD5

Cut

2 C

utR

.G. B

OLT

CAP

OEM

NEW

U

SED

B/L

B/L

TO

RQ

UE

DIF

FER

ENTI

AL M

OD

ELSH

IM D

EPTH

*(IN

CH

LBS

)(0

.000

”)(0

.000

”)

(FO

OT

LBS)

SPIC

ER®

D28

0.05

10-1

35-

611

-16

5550

D30

0.06

512

-15

6-8

10-1

5(1

) or (

2) **

60D

30 J

K0.

065

12-1

56-

86-

10(1

) or (

2) **

60D

440.

042

14-1

96-

1010

-16

(1) o

r (2)

**60

D44

(WK

& XK

)0.

042

15-2

08-

126-

106-

812

580

D44

JK

0.04

222

-35

12-1

56-

1013

580

D44

HD

0.04

215

-20

8-12

6-10

6-8

125

80D

500.

055

14-1

96-

96-

10(2

) or (

3) **

60D

60, 6

1 &

70U

0.05

217

-30

8-10

6-10

110

80D

700.

061

22-3

512

-15

6-10

110

80D

800.

0625

-40

9-11

4-10

175

90

S1

10, S

111,

S13

0, S

132

20-4

08-

129-

1615

014

0S1

3510

-40

8-12

9-12

120

125

FOR

D®

7.5"

0.02

514

-19

6-8

11-1

660

608.

0" D

ropo

ut0.

026-

712

-14

10-1

560

608.

8"

0.02

614

-19

6-8

6-10

11-1

660

609.

0" O

EM R

&P0.

022

13-1

56-

710

-16

6060

9.0"

NO

N O

EM0.

022

13-1

56-

76-

1060

609.

0" D

ayto

na0.

022

14-1

66-

86-

1060

60

9.

75"

0.02

715

-19

6-8

6-10

8-12

7570

10.2

5" &

10.

5"0.

025

20-3

56-

86-

108-

1295

80TO

YOTA

®

7.5"

F. o

r R.

0.09

512

-15

5-6

6-10

7070

8" F

. or R

.0.

074

12-1

55-

66-

1070

708"

Cla

msh

ell F

ront

0.07

9-14

5-6

4-8

7070

9" R

ever

se0.

0820

-30

8-12

6-10

100

9.5"

Lan

dcru

iser

0.02

8-11

5-6

6-8

78-8

980

9.5"

Tun

dra

0.04

89-

157-

124-

810

075

10.

5"0.

048

16-2

815

-19

4-8

145

150

Truc

k V6

R.

0.06

714

-17

5-6

6-10

7070

T100

& T

acom

a0.

085

14-1

75-

66-

1070

70N

ISSA

N®

M20

50.

0615

-20

8-12

6-10

5-8

100

40M

226

0.04

215

-25

8-12

6-10

100

SUZU

KI®

Sam

urai

0.05

512

-15

5-6

6-10

7070

(Sam

urai

5.3

8 R&

P re

quire

s spe

cial

dep

th se

ttin

g)








TABLE OF CONTENTS

Set U

p Sp

ecifi

cati

ons

PIN

ION

BEA

RIN

GPR

ELO

AD

5 C

ut

2 C

ut

R.G

. BO

LTC

AP

OEM

NEW

U

SED

B/L

B/L

TO

RQ

UE

DIF

FER

ENTI

AL

MO

DEL

SHIM

DEP

TH*

(INC

H L

BS)

(0.0

00”)

(0.0

00”)

(F

OO

T LB

S)G

ENER

AL

MO

TORS

Old

s/Po

nt

D/O

14-1

96-

76-

1055

70‘6

3-’7

9 C

orv

ett

e.0

3014

-19

6-8

6-10

5560

D36

Co

rve

tte

.045

12-1

56-

86-

1055

55D

44 C

orv

ett

e.0

3014

-19

6-9

6-10

5555

55P

& 5

5T.0

2614

-18

6-8

6-10

5560

7.2"

.030

11-1

46-

76-

1055

607.

5" &

7.6

" .0

3512

-15

6-7

6-10

3-6

6560

7.6"

IRS

(195

mm

)12

-15

6-7

3-6

6560

7.75

".0

2512

-15

6-7

6-10

6560

8.2"

.030

12-1

56-

76-

1055

608.

0"12

-15

6-7

3-6

6560

8.2"

Old

s/Po

nt

.030

12-1

56-

76-

1055

608.

25" I

FS.0

3714

-19

6-8

6-10

6555

8.5"

& 8

.6"

.037

14-1

96-

86-

103-

665

608.

6 IR

S (2

18m

m)

14-1

96-

83-

665

609.

25" I

FS.0

3215

-22

7-9

5-7

103

639.

5".0

3015

-22

7-9

6-10

7580

10.5

" AA

M (

W/O

ut

Pin

Su

pp

ort

).0

5515

-25

8-11

6-10

5-7

175

120

11.5

" AA

M.0

5520

-30

8-11

6-10

5-7

175

200

12 B

olt

Pass

.030

14-1

96-

86-

1055

6012

Bo

lt Tr

uc

k.0

3013

-15

6-7

6-10

5560

14T

10.5

"(W

ith P

in S

up

po

rt)

.017

20-3

58-

116-

1012

013

5H

O72

(10

" R/G

).0

30PR

ESET

6-10

120

175

CH

RYSL

ER7-

1/4"

.025

12-1

46-

76-

1055

50C

200

13-1

76-

95-

975

100

8" (

C20

5).0

3412

-15

6-9

6-10

4-8

6575

8.25

" (C

213)

.030

12-1

56-

86-

104-

855

608.

75" ‘

41.0

9013

-15

6-8

6-10

5590

8.75

" ‘42

.090

15-2

57-

106-

1055

908.

75" ‘

89.0

3014

-19

6-9

6-10

5590

9.25

" Re

ar

.032

14-1

96-

96-

105-

965

759.

25" Z

F (C

235)

.065

17-2

27-

105-

916

510

09.

25" A

AM

Fro

nt

.035

15-2

510

-20

5-7

103

6310

.5" A

AM

.0

5515

-25

8-11

6-10

5-7

175

120

11.5

" AA

M.0

5520

-30

8-11

6-10

5-7

175

200

AM

C Mo

de

l 20

.095

14-1

96-

86-

1065

65M

od

el 3

5.0

4512

-14

6-7

6-10

5555

PIN

ION

BEA

RIN

GPR

ELO

AD

5 C

ut

2 C

ut

R.G

. BO

LTC

AP

OEM

NEW

U

SED

B/L

B/L

TO

RQ

UE

DIF

FER

ENTI

AL

MO

DEL

SHIM

DEP

TH*

(INC

H L

BS)

(0.0

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Disassembly1. Ensure that you have everything you need before working. Verify whether all new parts

match the application and parts invoice.2. Lift the vehicle using an appropriate lift or jack, and support the vehicle with approved

jack stands. Never work on an unsupported vehicle. 3. Drain used gear oil into a suitable container. We recycle our waste oil and request that

you recycle yours, too.4. Remove the axle shafts.5. Mark the main caps for reinstallation on the appropriate side and in the correct orien-

tation.6. Mark all shim thicknesses and locations during disassembly.7. Thoroughly clean and inspect all parts.

2 DISASSEMBLY

4 Kit Installation Manual

Tool ListTo work on your differential you will need a wide variety of tools. Using the correct toolswill save time and prevent part damage. You may need the following tools:n Dial indicatorn Precision calipers or micrometern Gear-marking compound and a clean brushn Bearing pullersn Bearing pressn 10- or 12-inch spanner wrench or Yukon spanner tool n Misc. hand and air tools including

– Three-foot-long breaker bar or strong impact gun– Pinion nut socket– Ring gear bolt socket– Main cap bolt socket– 6-point or 12-point cross-pin bolt wrench (as applicable)– Brake line wrench– Pry bars for removing the carrier case – 24-oz. ball peen hammer– 48-oz. sledgehammer– 48-oz. plastic-face dead-blow hammer– Assorted brass drifts for removing bearing races– Yukon bearing race drivers– Center punch or number stamp for marking main caps– Oil drain pan

n Torque wrenches in both pound/foot and pound/inch increments.

TOOL LIST 1


Disassembly1. Ensure that you have everything you need before working. Verify whether all new parts

match the application and parts invoice.2. Lift the vehicle using an appropriate lift or jack, and support the vehicle with approved

jack stands. Never work on an unsupported vehicle. 3. Drain used gear oil into a suitable container. We recycle our waste oil and request that

you recycle yours, too.4. Remove the axle shafts.5. Mark the main caps for reinstallation on the appropriate side and in the correct orien-

tation.6. Mark all shim thicknesses and locations during disassembly.7. Thoroughly clean and inspect all parts.

2 DISASSEMBLY


Tool ListTo work on your differential you will need a wide variety of tools. Using the correct toolswill save time and prevent part damage. You may need the following tools:n Dial indicatorn Precision calipers or micrometern Gear-marking compound and a clean brushn Bearing pullersn Bearing pressn 10- or 12-inch spanner wrench or Yukon spanner tool n Misc. hand and air tools including

– Three-foot-long breaker bar or strong impact gun– Pinion nut socket– Ring gear bolt socket– Main cap bolt socket– 6-point or 12-point cross-pin bolt wrench (as applicable)– Brake line wrench– Pry bars for removing the carrier case – 24-oz. ball peen hammer– 48-oz. sledgehammer– 48-oz. plastic-face dead-blow hammer– Assorted brass drifts for removing bearing races– Yukon bearing race drivers– Center punch or number stamp for marking main caps– Oil drain pan

n Torque wrenches in both pound/foot and pound/inch increments.

TOOL LIST 1


Pinion Trial AssemblyAssemble the pinion with its original shims yet without a crush sleeve to establish anapproximate pinion depth. When installing the pinion, tighten the nut slowly until it reach-es preload specifications.

Initial Carrier AssemblyInstall the assembled gear carrier with its ring gear into the housing. It is easier to removeand replace the carrier during trial assemblies if the carrier bearing preload is fairly snuginstead of tight.

Adjusting Initial BacklashBacklash refers to the amount the ring gear can rotate forward and backward when thepinion gear cannot move. Thisinitial backlash setting sets thebasis for all future adjustments.See page 11 for backlash specifi-cations.

Fasten a dial indicator to thegear case or axle housing on thesame plane as the ring gear so itscontact point touches a tooth atthe outermost diameter of thering gear 90 degrees to the toothface. The indicator should meas-ure the amount the ring gearmoves when rotated. To measurebacklash, prevent the pinion gearfrom rotating and rotate the ringgear back and forth. The amountthe ring gear can move deter-mines the amount of backlash.

When changing the backlash bear in mind that the backlash setting changes about 0.007”for each 0.010” that the carrier moves. For example: n Move the carrier 0.010” toward the pinion to decrease the backlash by 0.007”. n Move the carrier 0.010” away from the pinion to increase the backlash by 0.007”.

While not all ring-and-pinion sets will react exactly this way, these figures serve as a goodguideline.

3 ASSEMBLY


Order of AdjustmentsDifferential assembly and setup adjustments include:1. Pinion Depth2. Pinion-Bearing Preload3. Backlash4. Carrier-Bearing Preload

Shim SelectionFor a baseline, reassemble the differential with the shim combinations that were used inthe differential during the previous assembly.

Parts PreparationClean all parts, including all new components, with solvent or brake cleaner, and thorough-ly wash out the axle housing’s interior. Ensure that the oil passages that feed the pinion andthe grooves behind the carrier bearings are free from any metal particles.

Seal PreparationPolish all seal surfaces with fine-grit emery cloth or sandpaper. Wipe all surfaces with aclean rag dampened with either fresh oil or solvent to remove any metal particles.

Assembly OilWhen assembling internal components, coat all bearings, and seal surfaces with fresh gearoil. Never use bearing grease on pinion or carrier bearings; it will negatively influenceassembly readings. Coat all seals with grease, preferably white lithium grease. Use cleangear oil if white grease is not available.

ASSEMBLY 3

Coat bearings and seal surfaces with gear oil and seals with lithium grease


Pinion Trial AssemblyAssemble the pinion with its original shims yet without a crush sleeve to establish anapproximate pinion depth. When installing the pinion, tighten the nut slowly until it reach-es preload specifications.

Initial Carrier AssemblyInstall the assembled gear carrier with its ring gear into the housing. It is easier to removeand replace the carrier during trial assemblies if the carrier bearing preload is fairly snuginstead of tight.

Adjusting Initial BacklashBacklash refers to the amount the ring gear can rotate forward and backward when thepinion gear cannot move. Thisinitial backlash setting sets thebasis for all future adjustments.See page 11 for backlash specifi-cations.

Fasten a dial indicator to thegear case or axle housing on thesame plane as the ring gear so itscontact point touches a tooth atthe outermost diameter of thering gear 90 degrees to the toothface. The indicator should meas-ure the amount the ring gearmoves when rotated. To measurebacklash, prevent the pinion gearfrom rotating and rotate the ringgear back and forth. The amountthe ring gear can move deter-mines the amount of backlash.

When changing the backlash bear in mind that the backlash setting changes about 0.007”for each 0.010” that the carrier moves. For example: n Move the carrier 0.010” toward the pinion to decrease the backlash by 0.007”. n Move the carrier 0.010” away from the pinion to increase the backlash by 0.007”.

While not all ring-and-pinion sets will react exactly this way, these figures serve as a goodguideline.

3 ASSEMBLY


Order of AdjustmentsDifferential assembly and setup adjustments include:1. Pinion Depth2. Pinion-Bearing Preload3. Backlash4. Carrier-Bearing Preload

Shim SelectionFor a baseline, reassemble the differential with the shim combinations that were used inthe differential during the previous assembly.

Parts PreparationClean all parts, including all new components, with solvent or brake cleaner, and thorough-ly wash out the axle housing’s interior. Ensure that the oil passages that feed the pinion andthe grooves behind the carrier bearings are free from any metal particles.

Seal PreparationPolish all seal surfaces with fine-grit emery cloth or sandpaper. Wipe all surfaces with aclean rag dampened with either fresh oil or solvent to remove any metal particles.

Assembly OilWhen assembling internal components, coat all bearings, and seal surfaces with fresh gearoil. Never use bearing grease on pinion or carrier bearings; it will negatively influenceassembly readings. Coat all seals with grease, preferably white lithium grease. Use cleangear oil if white grease is not available.

ASSEMBLY 3

Coat bearings and seal surfaces with gear oil and seals with lithium grease


n A contact pattern centered from face to flank indicates the correct pinion depth.n A contact pattern closer to the gear face means the pinion is too far away from the ring

gear. To correct the pattern, move the pinion toward the ring gear centerline.n A contact pattern closer to the gear flank means the pinion is too close to the ring gear.

To correct the pattern, move the pinion away from the ring gear centerline.

Used Gear SetsWhen setting up a used ring and pinion, concentrate only on the pattern created on thecoast side of the ring gear teeth. Pay little attention to the drive side. This is true for mostused gear sets, although both the coast and drive sides should be considered in someinstances.

Adjusting Pinion DepthWhen changing the pinion depth, make large changes until the pattern is close to ideal.Consider 0.005” to 0.015” a large change and 0.002” to 0.004” a small change. Intentionallymake adjustments that move the pinion too far at first.

If the pinion moves too far and the pattern changes from one extreme to the other, thecorrect pattern lies somewhere between the two extremes. Once you get close to the cor-rect pinion depth, make smaller changes until the pattern centers between the face and theflank of the ring gear teeth.

Once the backlash and pinion depth meet tolerances, remove the carrier and establishthe final pinion bearing preload.

Pinion Bearing PreloadThe pinion bearing preload is related to the amount of force the pinion nut exerts on thepinion and its bearings. Axle builders generally measure the pinion’s preload by rotatingthe pinion gear by its nut with a pound/inch-graduated torque wrench.

Axles generally use crush sleeves or shims to set pinion preload. Despite the difference,one thing remains the same: oil the pinion nut washer surface during all assembly proce-dures and apply medium-strength thread-locking compound (red) to the pinion nutthreads during final assembly.

A lubricated washer reduces friction and prevents the nut and washer from galling dur-ing tightening procedures. The thread-locking compound helps retain the nut position andpinion bearing preload.

Before setting the final pinion bearing preload, install the pinion seal, slinger (if applica-ble), and crush sleeve (if applicable).

3 ASSEMBLY


Checking the Pattern We can determine how gears mesh by changing how close the pinion gear is to the ringgear centerline. While we can’t see how the gears actually relate to each other, we can coattheir mating surfaces with gear-marking compound and read the patterns the gears createas they mesh.

Genuine gear-marking compound offers a clear indication of gear contact without run-ning or smearing. Anything other than gear marking compound (such as blue machinistdye) will not give a clear indication of tooth contact. Dilute the marking compound with asmall amount of oil if necessary to create a smooth, but not runny, paste. Coat three orfour ring-gear teeth in at least two places with a moderate amount of compound and rotatethe ring gear four or five times around the pinion gear in both directions. Rotate by gra-bing and turning the ring gear, not the pinion.

Pinion resistance against the rotating ring gear helps establish a good pattern. Pinionbearing preload usually provides enough resistance for a good pattern, but additionalresistance can be added by wrapping a shop towel around the yoke and pulling the twoends tight.

Important Pattern InformationThe pattern’s position to the tooth face (ridge) and flank (valley) notes the pinion depth.Disregard the pattern’s position to the tooth’s heel (ring gear outside diameter) or toe (ringgear inside diameter).

Gear patterns change from heel to toe, but in most cases an ideal heel-to-toe pattern isimpossible to achieve. Furthermore, the housing itself influences the heel-to-toe patternand the pattern cannot be changed without machine work. Trying to obtain a pattern cen-tered exactly between the heel and toe usually leads to frustration and a noisy gear set, ifthe face to flank pattern is not correct.

Instead, concentrate only on the position of the pattern and how it relates from face toflank of the ring gear teeth.

ASSEMBLY 3

Ideal pattern Used drive pattern


n A contact pattern centered from face to flank indicates the correct pinion depth.n A contact pattern closer to the gear face means the pinion is too far away from the ring

gear. To correct the pattern, move the pinion toward the ring gear centerline.n A contact pattern closer to the gear flank means the pinion is too close to the ring gear.

To correct the pattern, move the pinion away from the ring gear centerline.

Used Gear SetsWhen setting up a used ring and pinion, concentrate only on the pattern created on thecoast side of the ring gear teeth. Pay little attention to the drive side. This is true for mostused gear sets, although both the coast and drive sides should be considered in someinstances.

Adjusting Pinion DepthWhen changing the pinion depth, make large changes until the pattern is close to ideal.Consider 0.005” to 0.015” a large change and 0.002” to 0.004” a small change. Intentionallymake adjustments that move the pinion too far at first.

If the pinion moves too far and the pattern changes from one extreme to the other, thecorrect pattern lies somewhere between the two extremes. Once you get close to the cor-rect pinion depth, make smaller changes until the pattern centers between the face and theflank of the ring gear teeth.

Once the backlash and pinion depth meet tolerances, remove the carrier and establishthe final pinion bearing preload.

Pinion Bearing PreloadThe pinion bearing preload is related to the amount of force the pinion nut exerts on thepinion and its bearings. Axle builders generally measure the pinion’s preload by rotatingthe pinion gear by its nut with a pound/inch-graduated torque wrench.

Axles generally use crush sleeves or shims to set pinion preload. Despite the difference,one thing remains the same: oil the pinion nut washer surface during all assembly proce-dures and apply medium-strength thread-locking compound (red) to the pinion nutthreads during final assembly.

A lubricated washer reduces friction and prevents the nut and washer from galling dur-ing tightening procedures. The thread-locking compound helps retain the nut position andpinion bearing preload.

Before setting the final pinion bearing preload, install the pinion seal, slinger (if applica-ble), and crush sleeve (if applicable).

3 ASSEMBLY


Checking the Pattern We can determine how gears mesh by changing how close the pinion gear is to the ringgear centerline. While we can’t see how the gears actually relate to each other, we can coattheir mating surfaces with gear-marking compound and read the patterns the gears createas they mesh.

Genuine gear-marking compound offers a clear indication of gear contact without run-ning or smearing. Anything other than gear marking compound (such as blue machinistdye) will not give a clear indication of tooth contact. Dilute the marking compound with asmall amount of oil if necessary to create a smooth, but not runny, paste. Coat three orfour ring-gear teeth in at least two places with a moderate amount of compound and rotatethe ring gear four or five times around the pinion gear in both directions. Rotate by gra-bing and turning the ring gear, not the pinion.

Pinion resistance against the rotating ring gear helps establish a good pattern. Pinionbearing preload usually provides enough resistance for a good pattern, but additionalresistance can be added by wrapping a shop towel around the yoke and pulling the twoends tight.

Important Pattern InformationThe pattern’s position to the tooth face (ridge) and flank (valley) notes the pinion depth.Disregard the pattern’s position to the tooth’s heel (ring gear outside diameter) or toe (ringgear inside diameter).

Gear patterns change from heel to toe, but in most cases an ideal heel-to-toe pattern isimpossible to achieve. Furthermore, the housing itself influences the heel-to-toe patternand the pattern cannot be changed without machine work. Trying to obtain a pattern cen-tered exactly between the heel and toe usually leads to frustration and a noisy gear set, ifthe face to flank pattern is not correct.

Instead, concentrate only on the position of the pattern and how it relates from face toflank of the ring gear teeth.

ASSEMBLY 3

Ideal pattern Used drive pattern


Write down each shim-pack combination and its resulting preload when changing shims.After reaching the correct pinion-bearing preload, moderately tap both ends of the pinionto seat the bearings, races and yoke. Do not strike the pinion too hard, as excessive forcemay damage the bearings. Carefully double check the preload after seating the bearings.

Final Backlash and Carrier Bearing Preload Adjustments After setting the pinion depth, backlash, and the pinion bearing preload, set the carrierbearing preload. Three different shim or adjustment methods, screw adjusters, outsideshim design, and inside shim design, cover most differentials.

Screw Adjuster DesignThe easiest method uses screw adjusters to set the backlash and carrier bearing preload.Carefully oil the adjuster threads on both the housing and on the adjusters themselves.Note the order in which you tighten the adjusters so the backlash remains consistent, evenwhen subjected to heavy loads.

The pinion gear always forces the ring gear away from itself whenever it transfers power.Start with a looser backlash setting than the axle’s manufacturer calls for and alwaysensure that the last adjustment made to the left adjuster tightens it.

If the backlash becomes too tight, loosen the left adjuster first, followed by tightening theright adjuster. To reestablish the backlash setting, tighten the left adjuster. Ensure that thelast adjustment made to the left adjuster tightens it to eliminate any space between it andits bearing race. Any space or looseness on the left side will let the carrier deflect whenunder load, and this will allow backlash to open up when driven under load.

Once the backlash approaches the manufacturer’s recommendations, tighten both leftand right adjusters evenly to increase carrier bearing preload. Set the carrier bearing pre-load to approximately 150 to 200 pounds/feet. It is difficult to damage bearings with exces-sive carrier bearing preload on a screw-adjusted differential.

3 ASSEMBLY

Carrier bearing puller Pressing on carrier bearing


Crush Sleeve DesignSetting the pinion bearing preload in differentials that use a crush sleeve is relatively easy,although final assembly always requires a new crush sleeve.

The crush sleeve permanently distorts, or crushes, at approximately 300 to 400pounds/feet of torque on the pinion nut. Tighten the pinion nut until it exerts the optimum

bearing preload, as measured by thepounds/inch torque wrench on the pinionnut. While setting preload with a crushsleeve is easy, it requires a certainamount of patience.

Pinion preload doesn’t exist until thebearings contact the races, but the pre-load increases rapidly once the bearingsmeet their races. Tighten the nut in smallincrements until the preload reaches theideal setting.

Take plenty of time to set the preload,since tightening the pinion nut beyondthe ideal preload threshold effectively

destroys the crush sleeve. The only remedy for excessive preload involves a new crushsleeve and another attempt to establish proper preload.

After reaching the correct preload, moderately tap both ends of the pinion to seat thebearings, races and yoke. Do not strike the pinion too hard, as excessive force may dam-age the bearings. Carefully double check the preload after seating the bearings.

Preload Shim DesignSetting pinion bearing preload in differentials that use shims exclusively often requires sev-eral attempts.

Carefully clean the shims, as dust and metallic particles on the shim surfaces cause falsepreload readings. Start the procedure with the original shims, or add 0.003” to the originalshim-pack dimension to compensate for the amount the bearings settled into the housing.Tighten the pinion nut slowly to avoid damaging the bearing should the shim stack provetoo thin. The pinion nut torque varies by thread size but is usually between 200 and 300pounds/feet.

Measure the preload by rotating the pinion with the pound/inch torque wrench. If thepreload doesn’t meet the axle manufacturer’s specifications, change the shim pack dimen-sion in one of the following ways: n Remove shims to increase pinion bearing preload.n Add shims to decrease pinion bearing preload

ASSEMBLY 3

1/2” impact gun on pinion nut


Write down each shim-pack combination and its resulting preload when changing shims.After reaching the correct pinion-bearing preload, moderately tap both ends of the pinionto seat the bearings, races and yoke. Do not strike the pinion too hard, as excessive forcemay damage the bearings. Carefully double check the preload after seating the bearings.

Final Backlash and Carrier Bearing Preload Adjustments After setting the pinion depth, backlash, and the pinion bearing preload, set the carrierbearing preload. Three different shim or adjustment methods, screw adjusters, outsideshim design, and inside shim design, cover most differentials.

Screw Adjuster DesignThe easiest method uses screw adjusters to set the backlash and carrier bearing preload.Carefully oil the adjuster threads on both the housing and on the adjusters themselves.Note the order in which you tighten the adjusters so the backlash remains consistent, evenwhen subjected to heavy loads.

The pinion gear always forces the ring gear away from itself whenever it transfers power.Start with a looser backlash setting than the axle’s manufacturer calls for and alwaysensure that the last adjustment made to the left adjuster tightens it.

If the backlash becomes too tight, loosen the left adjuster first, followed by tightening theright adjuster. To reestablish the backlash setting, tighten the left adjuster. Ensure that thelast adjustment made to the left adjuster tightens it to eliminate any space between it andits bearing race. Any space or looseness on the left side will let the carrier deflect whenunder load, and this will allow backlash to open up when driven under load.

Once the backlash approaches the manufacturer’s recommendations, tighten both leftand right adjusters evenly to increase carrier bearing preload. Set the carrier bearing pre-load to approximately 150 to 200 pounds/feet. It is difficult to damage bearings with exces-sive carrier bearing preload on a screw-adjusted differential.

3 ASSEMBLY

Carrier bearing puller Pressing on carrier bearing


Crush Sleeve DesignSetting the pinion bearing preload in differentials that use a crush sleeve is relatively easy,although final assembly always requires a new crush sleeve.

The crush sleeve permanently distorts, or crushes, at approximately 300 to 400pounds/feet of torque on the pinion nut. Tighten the pinion nut until it exerts the optimum

bearing preload, as measured by thepounds/inch torque wrench on the pinionnut. While setting preload with a crushsleeve is easy, it requires a certainamount of patience.

Pinion preload doesn’t exist until thebearings contact the races, but the pre-load increases rapidly once the bearingsmeet their races. Tighten the nut in smallincrements until the preload reaches theideal setting.

Take plenty of time to set the preload,since tightening the pinion nut beyondthe ideal preload threshold effectively

destroys the crush sleeve. The only remedy for excessive preload involves a new crushsleeve and another attempt to establish proper preload.

After reaching the correct preload, moderately tap both ends of the pinion to seat thebearings, races and yoke. Do not strike the pinion too hard, as excessive force may dam-age the bearings. Carefully double check the preload after seating the bearings.

Preload Shim DesignSetting pinion bearing preload in differentials that use shims exclusively often requires sev-eral attempts.

Carefully clean the shims, as dust and metallic particles on the shim surfaces cause falsepreload readings. Start the procedure with the original shims, or add 0.003” to the originalshim-pack dimension to compensate for the amount the bearings settled into the housing.Tighten the pinion nut slowly to avoid damaging the bearing should the shim stack provetoo thin. The pinion nut torque varies by thread size but is usually between 200 and 300pounds/feet.

Measure the preload by rotating the pinion with the pound/inch torque wrench. If thepreload doesn’t meet the axle manufacturer’s specifications, change the shim pack dimen-sion in one of the following ways: n Remove shims to increase pinion bearing preload.n Add shims to decrease pinion bearing preload

ASSEMBLY 3

1/2” impact gun on pinion nut


5 TOOTH NOMENCLATURE

Flank (Root)

Coast Drive

Face (Top Land)

Heel(Outer end) Coast

(Concave)

Drive(Convex)

End View of Tooth from Heel(Outer End)

Toe(Inner end)


n If the preload is close and the backlash is too loose, tighten the left adjuster a notch ortwo until the backlash is correct and the preload is sufficient.

n If the preload is close and the backlash is too tight, tighten the right adjuster until thebacklash is correct and the preload is sufficient.

As stated before, ensure that the last adjustment made to the left adjuster tightens it. Thatwill eliminate the possibility of a space between the adjuster and the bearing race.

Outside Shim DesignThis design uses shims between the carrier bearing races and the housing. Initially set thebacklash with very little carrier bearing preload. After setting the backlash, add equalamounts of shims to both sides of the carrier to set the carrier bearing preload as tight aspossible without damaging the shims (carrier bearings in this axle design hardly ever faildue to excessive carrier bearing preload). n If the preload is close and the backlash is loose, add shims to the left side. This increas-

es the carrier bearing preload and tightens the backlash at the same time.n If the preload is close and the backlash is too tight, add shims to the right side. This

increases both the carrier bearing preload and the backlash at the same time.

Inside Shim DesignThis design uses shims between the carrier bearing and the case. Initially set the backlashtight and the preload light, as it will make carrier removal and installation easier. After settingthe backlash, add equal amounts of shims to both sides until the correct preload is achieved.n If the preload is close and the backlash is loose, add shims to the left side. This increas-


increases the carrier bearing preload and the backlash at the same time.

PatternNow that the pinion depth, pinion bearing preload, backlash, and carrier bearing preloadare set, check the pattern one last time to make sure that it is correct.

OilWhen filling the axle with oil, use a high quality name brand and fill the unit to the manu-facturer’s recommended capacity. Synthetic oil is recomended for most applications.

ASSEMBLY 3

FINAL CHECKS 4


5 TOOTH NOMENCLATURE

Flank (Root)

Coast Drive

Face (Top Land)

Heel(Outer end) Coast

(Concave)

Drive(Convex)

End View of Tooth from Heel(Outer End)

Toe(Inner end)


n If the preload is close and the backlash is too loose, tighten the left adjuster a notch ortwo until the backlash is correct and the preload is sufficient.

n If the preload is close and the backlash is too tight, tighten the right adjuster until thebacklash is correct and the preload is sufficient.

As stated before, ensure that the last adjustment made to the left adjuster tightens it. Thatwill eliminate the possibility of a space between the adjuster and the bearing race.

Outside Shim DesignThis design uses shims between the carrier bearing races and the housing. Initially set thebacklash with very little carrier bearing preload. After setting the backlash, add equalamounts of shims to both sides of the carrier to set the carrier bearing preload as tight aspossible without damaging the shims (carrier bearings in this axle design hardly ever faildue to excessive carrier bearing preload). n If the preload is close and the backlash is loose, add shims to the left side. This increas-


increases both the carrier bearing preload and the backlash at the same time.

Inside Shim DesignThis design uses shims between the carrier bearing and the case. Initially set the backlashtight and the preload light, as it will make carrier removal and installation easier. After settingthe backlash, add equal amounts of shims to both sides until the correct preload is achieved.n If the preload is close and the backlash is loose, add shims to the left side. This increas-


increases the carrier bearing preload and the backlash at the same time.

PatternNow that the pinion depth, pinion bearing preload, backlash, and carrier bearing preloadare set, check the pattern one last time to make sure that it is correct.

OilWhen filling the axle with oil, use a high quality name brand and fill the unit to the manu-facturer’s recommended capacity. Synthetic oil is recomended for most applications.

ASSEMBLY 3

FINAL CHECKS 4


7 PINION IS TOO CLOSE

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)


ACCEPTABLE PATTERNS 6

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)


7 PINION IS TOO CLOSE

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)


ACCEPTABLE PATTERNS 6

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)


Checking BacklashBacklash is the free movement of the ring gear with the pinion gear fixed in place. All ringand pinion sets are matched pairs. Make sure you have a matched ring and pinion set.Clean all parts before you start assembly. Apply a light coat of oil to all bearings. Examineall components and remove any burs, nicks or sharp edges that could cause componentsseat improperly.1. Set backlash to proper clearance. (See page 11)2. Shim or adjust the ring gear away from or closer to the pinion to get the correct back-

lash.3. The pinion bearing preload should match those recommended on the specification

sheet (See page 2). Achieve the recommended preload with a preload shim pack (com-bine shims of various thicknesses) or a collapsible crush sleeve. Use a new crush sleeveduring final assembly.

4. Achieve the pinion depth by shimming the pinion toward or away from the ring gearcenterline. Start with the same shim thickness on the new gear set as on the old set.Note that not all housings are shimmed in the same location.

Obtaining Proper Gear Pattern

1. Normal or desirable pattern: The pattern should be centered on the tooth from face toflank. There should be some clearance between the pattern and the top of the tooth(face) and between the pattern and the bottom of the tooth (flank).

2. Pinion is too close: Move the pinion away from the ring gear centerline.

3. Pinion is too far away: Move the pinion towards the ring gear centerline.

9 INSTRUCTIONS SUMMARY

Drive SideHeel

Coast SideHeel

Toes

Drive SideHeel

Coast SideHeel

Toes

Drive SideHeel

Coast SideHeel

Toes


PINION IS TOO FAR AWAY 8

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)


Checking BacklashBacklash is the free movement of the ring gear with the pinion gear fixed in place. All ringand pinion sets are matched pairs. Make sure you have a matched ring and pinion set.Clean all parts before you start assembly. Apply a light coat of oil to all bearings. Examineall components and remove any burs, nicks or sharp edges that could cause componentsseat improperly.1. Set backlash to proper clearance. (See page 11)2. Shim or adjust the ring gear away from or closer to the pinion to get the correct back-

lash.3. The pinion bearing preload should match those recommended on the specification

sheet (See page 2). Achieve the recommended preload with a preload shim pack (com-bine shims of various thicknesses) or a collapsible crush sleeve. Use a new crush sleeveduring final assembly.

4. Achieve the pinion depth by shimming the pinion toward or away from the ring gearcenterline. Start with the same shim thickness on the new gear set as on the old set.Note that not all housings are shimmed in the same location.

Obtaining Proper Gear Pattern

1. Normal or desirable pattern: The pattern should be centered on the tooth from face toflank. There should be some clearance between the pattern and the top of the tooth(face) and between the pattern and the bottom of the tooth (flank).

2. Pinion is too close: Move the pinion away from the ring gear centerline.

3. Pinion is too far away: Move the pinion towards the ring gear centerline.

9 INSTRUCTIONS SUMMARY

Drive SideHeel

Coast SideHeel

Toes

Drive SideHeel

Coast SideHeel

Toes

Drive SideHeel

Coast SideHeel

Toes


PINION IS TOO FAR AWAY 8

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)

Heel(Outer end)

Drive

Coast

Toe(Inner end)


Pattern Movements Summarized1. Move the ring gear closer to the pinion to decrease backlash.2. Move the ring gear farther from the pinion gear to increase backlash.3. Move the pinion closer to the ring gear to move the drive the pattern deeper on the

tooth (flank contact) and slightly toward the toe. The coast pattern will move deeper onthe tooth and slightly toward the heel.

4. Move the pinion further away from the ring gear to move the drive pattern toward thetop of the tooth (face) and slightly toward the heel. The coast pattern will move towardthe top of the tooth and slightly toward the toe.

New Gear Break-InAll new gear sets require a break-in period to prevent overheating damage. Any overload-ing or overheating will break down the gear oil, which will cause the ring and pinion to fail.This can be determined by inspection and will void the gears’ warranty.

Please follow these guidelines to insure proper break-in.n Avoid heavy acceleration during the break-in process. n Drive the vehicle lightly for the first 15 to 20 miles and stop. Let the differential cool

before proceeding. n Avoid heavy acceleration for the first 100 miles.n Drive the vehicle at least 500 miles before towing to retain the gears’ warranty.n When towing for the first time, drive for a very short distances (less than 15 miles) with

the full load and stop. Let the differential cool for about 20 minutes before proceeding.Repeat this procedure two more times (45 miles total) to fully break in the gears.

n Change the oil after the first 500 miles. This will remove any metal particles and phos-phoric coating shed by the gear set during the gears’ break-in period.

These towing instructions may seem unnecessary to most people, but we have seenmany differentials damaged from being loaded before the gear set was fully broken-in.

Overloaded or overheated gear oil will break down and destroy the ring and pinion!

INSTRUCTIONS SUMMARY 9

BREAK-IN INFORMATION 10

Axle Style Maximum Tire DiameterDana 30 33 inchesDana M35 35 inchesDana 44 35 inchesToyota 8 35 inchesToyota 16 35 inchesTLC - 30 35 inchesFord 10.25 37 inchesDana 60 37 inches

Yukon Maximum Recommended Tire Size

New Gear Break-InAll new gear sets require a break-in period to prevent overheating damage. Anyoverloading or overheating will break down the gear oil, which will cause the ringand pinion to fail. This can be determined by inspection and will void the gears’warranty.

Please follow these guidelines to insure proper break-in.n Avoid heavy acceleration during the break-in process. n Drive the vehicle lightly for the first 15 to 20 miles and stop. Let the differential

cool before proceeding. n Avoid heavy acceleration for the first 100 miles.n Drive the vehicle at least 500 miles before towing to retain the gears’ warranty.n When towing for the first time, drive for a very short distances (less than 15

miles) with the full load and stop. Let the differential cool for about 20 minutesbefore proceeding. Repeat this procedure two more times (45 miles total) tofully break in the gears.

n Change the oil after the first 500 miles. This will remove any metal particlesand phosphoric coating shed by the gear set during the gears’ break-in period.

These towing instructions may seem unnecessary to most people, but we haveseen many differentials damaged from being loaded before the gear set was fullybroken-in.

OVERLOADED OR OVERHEATED GEAROIL WILL BREAK DOWN

AND DESTROY THE RING AND PINION!


Pattern Movements Summarized1. Move the ring gear closer to the pinion to decrease backlash.2. Move the ring gear farther from the pinion gear to increase backlash.3. Move the pinion closer to the ring gear to move the drive the pattern deeper on the

tooth (flank contact) and slightly toward the toe. The coast pattern will move deeper onthe tooth and slightly toward the heel.

4. Move the pinion further away from the ring gear to move the drive pattern toward thetop of the tooth (face) and slightly toward the heel. The coast pattern will move towardthe top of the tooth and slightly toward the toe.

New Gear Break-InAll new gear sets require a break-in period to prevent overheating damage. Any overload-ing or overheating will break down the gear oil, which will cause the ring and pinion to fail.This can be determined by inspection and will void the gears’ warranty.

Please follow these guidelines to insure proper break-in.n Avoid heavy acceleration during the break-in process. n Drive the vehicle lightly for the first 15 to 20 miles and stop. Let the differential cool

before proceeding. n Avoid heavy acceleration for the first 100 miles.n Drive the vehicle at least 500 miles before towing to retain the gears’ warranty.n When towing for the first time, drive for a very short distances (less than 15 miles) with

the full load and stop. Let the differential cool for about 20 minutes before proceeding.Repeat this procedure two more times (45 miles total) to fully break in the gears.

n Change the oil after the first 500 miles. This will remove any metal particles and phos-phoric coating shed by the gear set during the gears’ break-in period.

These towing instructions may seem unnecessary to most people, but we have seenmany differentials damaged from being loaded before the gear set was fully broken-in.

Overloaded or overheated gear oil will break down and destroy the ring and pinion!

INSTRUCTIONS SUMMARY 9

BREAK-IN INFORMATION 10

Axle Style Maximum Tire DiameterDana 30 33 inchesDana M35 35 inchesDana 44 35 inchesToyota 8 35 inchesToyota 16 35 inchesTLC - 30 35 inchesFord 10.25 37 inchesDana 60 37 inches

Yukon Maximum Recommended Tire Size

New Gear Break-InAll new gear sets require a break-in period to prevent overheating damage. Anyoverloading or overheating will break down the gear oil, which will cause the ringand pinion to fail. This can be determined by inspection and will void the gears’warranty.

Please follow these guidelines to insure proper break-in.n Avoid heavy acceleration during the break-in process. n Drive the vehicle lightly for the first 15 to 20 miles and stop. Let the differential

cool before proceeding. n Avoid heavy acceleration for the first 100 miles.n Drive the vehicle at least 500 miles before towing to retain the gears’ warranty.n When towing for the first time, drive for a very short distances (less than 15

miles) with the full load and stop. Let the differential cool for about 20 minutesbefore proceeding. Repeat this procedure two more times (45 miles total) tofully break in the gears.

n Change the oil after the first 500 miles. This will remove any metal particlesand phosphoric coating shed by the gear set during the gears’ break-in period.

These towing instructions may seem unnecessary to most people, but we haveseen many differentials damaged from being loaded before the gear set was fullybroken-in.

OVERLOADED OR OVERHEATED GEAROIL WILL BREAK DOWN

AND DESTROY THE RING AND PINION!

Warranty Details

Yukon Gear & Axle® (“Yukon”) warrants the original retail purchaser that all Yukonproducts will be free from defects in materials and workmanship for the warranty period (see website for details). Yukon makes no other warranty of any kind, express

or implied. All other warranties, including but not limited to an implied warranty of merchantability or fitness for a particular purpose, are excluded. This warranty is offered pro-vided that the Yukon product has been installed and maintained in accordance with Yukoninstructions, and that it has not been subject to modification, accident, abnormal use or mis-use. At Yukon’s discretion, this warranty may be voided if installation of Yukon product(s)occurs on vehicles with tires that exceed Yukon Maximum Recommended Tire Size. Uponnotification of a warranty claim, Yukon shall investigate the claim of defect, and, in the eventof a verified defect, shall, at their sole choice, either repair the defective product, replace it,or refund the purchase price.

This warranty does not cover, and Yukon shall not be liable for, incidental or consequentialdamages, including loss of time, road service charges, labor charges, inconvenience, loss ofvehicle use, loss of revenues, or loss or damage to personal property (including loss or damage to vehicle parts due to the failure of the Yukon product). In addition, this warrantydoes not cover, and Yukon shall not be liable for, any undertaking, representation, or agree-ments made by dealers or other third parties selling Yukon Gear & Axle® products, exceptwhere such agreements are within the provisions of this Warranty statement. Also, this warranty does not cover damage to the axle caused by or facilitated by failure of a non-Yukoncomponent.

This agreement offers you specific legal rights. You may also have other rights which varyfrom state to state.

For Your RecordsName:

Date:

Invoice # Yukon Part #

Documents

Kit Installation Instructions T - Yukon Gear