TM 5-3805-254-14P-2 PART 1 IHC F-5070 DUMP TRUCK

8/14/2019 TM 5-3805-254-14P-2 PART 1 IHC F-5070 DUMP TRUCK

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TM 5-3805-254-14&P-2

TECHNICAL MANUALOPERATORS, ORGANIZATIONAL, DIRECT SUPPORT,

GENERAL SUPPORT AND DEPT MAINTENANCE MANUAL

(INCLUDING REPAIR PARTS INFORMATION ANDSUPPLEMENTAL MAINTENANCE INSTRUCTIONS)

FOR

TRUCK, DUMP, 20 TON, 6 X 4,

ON-OFF HIGHWAY

71,000 GVW

IHC MODEL F-5070 (CCE)

(NSN 3805-00-192-7249)

H E A D Q U A R T E R S, D E P A R T M E N T O F T H E A R M Y

JUNE 198012 JUNE 1980


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This manual contains copyright material.

TM 5-3805-254-14&P-2TECHNICAL MANUAL HEADQUARTERS

DEPARTMENT OF THE ARMYTM 5-3805-254-14&P-2 WASHINGTON, DC, 12 June 1980

Operators, Organizational, Direct Support,General Support and Depot Maintenance Manual

(Including Repair Parts Information and SupplementalMaintenance Instructions)

TRUCK, DUMP, 20 TON, 6 x 4, ON-OFF HIGHWAY71,000 GVW

IHC MODEL F-5070 (CCE)(3805-00-192-7249)

REPORTING ERRORS AND RECOMMENDING IMPROVEMENTSYou can help improve this manual. If you find any mistakes or if you know of a way to improve theprocedures, please let us know. Mail your letter, DA Form 2028 (Recommended Changes toPublications and Blank Form), or DA Form 2028-2 located in the back of this manual direct to:Commander, US Army Tank-Automotive Materiel Readiness Command, ATTN: DRSTA-MBS, Warren,Michigan 48090. A reply will be furnished direct to you.

NOTERefer to TM 5-3805-254-14&P-1 for Dump Truck Operators Manual, Special Parts Catalogue,Supplemental Operating, Maintenance and Repair Parts Instructions

Credit is hereby given to International Harvester Company for permission to reproduce the following manual procuredunder Contract No. DSA-700-72-C-9235:

Special Service Manual C-9235

This technical manual is an authentication of the manufacturers commercial literature and doesnot conform with the format and content specified in AR 310-3, Military Publications. Thistechnical manual does, however, contain available information that is essential to the operation

and maintenance of the equipment.

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TRUCK SERVICE MANUAL

TRUCK SERVICE MANUAL NO. C-9235

INTERNATIONAL TRUCK MODEL F-5070 PAYSTAR SERIES

CONTENTS

SUBJECT PAGE

AXLE, FRONTGeneral ............................... ........................................................................................ ....................... 3Front Axle ........................................................................................................................................... 11

AXLE, REARRear Axle ........................................................................................................................................... 21Locking Differential .......................... .................................................................................................. 48Failure Analysis................................................................................................................................... 56

BODIES AND CAB

Conventional Riveted Cab ................................................................................................................. 81Procedures and Instructions for Welding Aluminum Cabs,

Bodies and Structures .......................................................................................................... ........ 103Fiberglass Repair Instructions ............................................................................................................ 115Bostrom "Air Viking" Seat ................................................................................................................... 119

BRAKES AIRAir Compressor .................................................................................................................................. 125Air Brake Components........................................................................................................................ 136Foundation Brake - Air ....................................................................................................................... 183Wedge Actuated Type (Stopmaster) .............................................................................................. ... 195

BRAKES PARKINGSpring Actuated .................................................................................................................................. 228

COOLING SYSTEM

General ............................................................................................................................................... 237Automatic Radiator Shutters .............................................................................................................. 245

ELECTRICALAlternator ............................................................................................................................................ 251Battery................................................................................................................................................. 260Circuit Diagram and Identification ...................................................................................................... 271Fuse and Circuit Breaker Panels.......... .............................................................................................. 273Headlights ......................................................................................................................................... 275Starting Motor ............................ ................................................................................... .................... 279

ENGINEMaintenance............................... ..................................................................................... ................... 289Trouble Shooting Chart....................................................................................................................... 309Torque Chart ...................................................................................................................................... 310Operating Principles

Engine ......................................................................................................................................... 311Fuel System.................................................................................................................................. 311Lubricating System ......................... .................................................................................. .......... 314Cooling System ............................................................................................................................ 315Air System .................................................................................................................................... 315

Engine Shop Manual........................................................................................................................... 317Maintenance Operation Index............................................................................................................. 438

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TRUCK SERVICE MANUAL

CONTENTS (Continued)

SUBJECT PAGE

FRAME ...................................................................................................................................................... 447

FUEL SYSTEMAir Cleaner .......................................................................................................................................... 454Injectors ............................................................................................................................................. 457Fuel Pump - PT Rebuilding ................................................................................................................ 494

Index............................................................................................................................................. 518Fuel Pump - Calibration Instructions .................................................................................................. 519Turbocharger ..................................................................................................................................... 552

INSTRUMENT GROUP............................................................................................................................. 571LUBRICATION ............................. ...................................................................................... ...................... 580PROPELLER SHAFTGeneral Service Instructions .................................................................................................................... 590Universal Joints ......................................................................................................................................... 604SPRINGS

Springs ............................................................................................................................................... 607Equalizing Beam Suspension ............................................................................................................. 611

STEERING GEARPower Steering Pump......................................................................................................................... 622Steering Gear ..................................................................................................................................... 634Steering Column ................................................................................................................................. 654

TRANSMISSIONAutomatic ............................................................................................................................................ 663Auxiliary .............................................................................................................................................. 821

WHEELS, DRUMS, RIMS AND TIRES..................................................................................................... 842MISCELLANEOUS.................................................................................................................................... 868

Power Take-Off (Chelsea) ................................................................................................................. 869Telescopic Cylinder (Hyco) ................................................................................................................. 875Directional Control Valve (Gresen Mfg.). ............................................................................................ 877Hydraulic Filter (Marvel Engineering).................................................................................................. 879Dump Body Components.................................................................................................................... 881

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TRUCK SERVICE MANUAL AXLE-FRONT

GENERAL

INDEX

Subject Page

CAMBER ANGLE ............... ......................................................... 6

CASTER ANGLE............................................................................ 5

CLEANING..................................................................................... 4

CORROSION PREVENTION......................................................... 4

DRYING. ........................................................................................ 4

FRONT WHEEL ALIGNMENT....................................................... 4

INSPECTION ................................................................................. 4

KING PIN ANGLE (Inclination)....................................................... 6

REPAIR OF FORGED PARTS ...................................................... 4

STEERING KNUCKLE STOP SCREWS ....................................... 8

TOE-IN.................. ......................................................................... 6

TROUBLE SHOOTING .................................................................. 9

TURNING ANGLE.......................................................................... 7

TURNING RADIUS ANGLE (Toe-Out on Turn). ............................ 7

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FRONT AXLE TRUCK SERVICE MANUAL

CLEANINGClean parts having ground and polished

surfaces, such as knuckle pins, knuckle pin sleeves,bearings and spindles, with solvent type cleaners suchas emulsion cleaners, or petroleum solvents excludinggasoline. Do not clean these parts in a hot solution tankor with water and alkaline solutions such as sodium

hydroxide, orthosilicates or phosphates.

DRYINGParts should be thoroughly dried immediately

after cleaning. Use soft, clean, lintless, absorbent papertowels or wiping rags free of abrasive material, such aslapping compound, metal filings or contaminated oil.Bearings should never be dried by spinning withcompressed air.

INSPECTIONIt is impossible to overstress the importance of

careful and thorough inspection of steering knucklecomponents prior to reassembly. Thorough visual

inspection for indications of wear or stress and thereplacement of such parts as are necessary willeliminate costly and avoidable front end difficulties.

1. Inspect the steering knuckle thrust bearing,wheel bearing cones and cups. Replace ifrollers or cups are worn, pitted or damaged inany way.

2. If wheel bearing cups are to be-replaced,remove from hubs with a suitable puller. Avoidthe use of drift and hammers as they may easilymutilate cup bores.

3. Inspect the steering knuckles and replace if

indications of weakness or excessive wear isfound.

4. Check wear of the knuckle pins; compare withcorrect specification.

5. Check king pin bushing wear (see BushingInstallation).

6.Check the tightness of the steering connections suchas tie rod arms, steering arm, etc.

CORROSION PREVENTIONParts that have been cleaned, dried, inspected

and are to be immediately reassembled should becoated with light oil to prevent corrosion. Spindlesknuckle pins or sleeves that are to be stored for anylength of time should be treated with a good rustpreventative and wrapped in oiled paper and boxed to

keep dry and clean.

REPAIR OF FORGED PARTSIn deciding whether to repair or scrap a

damaged part, always keep in mind that we, asmanufacturers, never hesitate to scrap any part which isin any way doubtful.

1. Straightening of bent parts should be done coldVarious components are heat-treated and hostraightening would destroy some of the heatreatment.

2. Axle centers (that are bent no more than 1/2"

may be straightened cold; if bent more than 1/2they should be replaced.

Bent steering arms or knuckles should bereplaced rather than straightened.

FRONT WHEEL ALIGNMENTThe alignment of chassis according to the

specifications should prevent mis-adjustment, which canaffect tire wear, directional stability and steering wheealignment. Check alignment at regular intervals andparticularly after front suspension has been subjected toextremely heavy service or severe impact loads. Before

checking and adjusting alignment, components such aswheel bearings, tie rods, steering gear, shock absorbersand tire inflation should be inspected and correctedwhere necessary.

The procedure for checking and adjustingalignment should be followed; name} checking king pininclination, camber, caster and toe-in, in the ordenamed. A slight modification in obtaining the propecaster and toe-in has been made and is outlined.

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TRUCK SERVIE MANUAL FRONT AXLE

The caster, camber and toe-in dimensions arefor vehicle at design load (frame level). If frame is notlevel on alignment equipment, the frame angle must beconsidered. This is especially important when makingcaster check, for the frame angle must be added to orsubtracted from the caster angle to obtain a true setting.

CASTER ANGLECaster is the amount in degrees the top of the

king pin is inclined toward the front or rear of the truck,as viewed from the side of the truck. The caster anglecan range from a positive angle to a negative angle.

Positive caster, Fig. 1, is the tilting of the top ofthe king pin toward the rear of the truck, while negative,or reverse caster, is the tilting of the top of the king pintoward the front of the truck.

Fig. 1Positive caster imparts a trailing action to the

front wheels, while negative, or reverse caster, causes aleading action. The correct amount of caster helps tokeep the front wheels in the straight-ahead position.When in a turn, caster acts as a lever, assisting thedriver to return the front wheels to the straight-aheadposition.

Caster specifications are based on vehicledesign load, which will usually result in a level frame. Ifthe frame is not level when alignment checks are made,this must be considered in determining whether the

caster setting is correct.

With the vehicle on a smooth, level surfaceframe angle should be measured with a bubbleprotractor placed on the frame rail. See Fig. 2. Thedegree of tilt from the level frame position is the anglethat must be used in determining a correcting castersetting. Positive frame angle is defined as forward til

(front end down) and negative angle as tilt to rear (frontend high).

The measured frame angle should be added osubtracted, as required, from the specified level framecaster setting to obtain the caster that should actually bemeasured on vehicle.

Fig. 21. Positive frame angle should be subtracted from

specified setting.2. Negative frame angle should be added to

specified setting.

As an example, if the specified caster setting is apositive 10 and it is found that the vehicle has a positiveone degree frame angle, then the measured caster

should be 0 + 1/20. This would result in the desired 10+ 1/2 caster angle when the chassis settled to leveframe under load.

Possible causes of incorrect caster are saggingsprings, bent or twisted axle, or unequally tightenedspring U-bolts. In most cases a twisted axle would bethe cause if caster varies more than the specified 1/20between left and right side.

If caster must be corrected, taper shims can beused as required between the springs and axle. SpringU-bolts should be tightened evenly and to specified

torque after the addition or removal of shims.

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Caster adjustment is made by inserting a wedgebetween the spring and axle, Fig. 1.

To increase caster, insert the wedge so the thickparts face the rear of the truck (to front for underslungaxles).

To decrease caster, place the wedge so that thethick end is toward the front of the truck (to rear forunderslung axles).

If an excessively thick wedge is required for atruck that has high mileage, check the contour of thesprings and replace springs if necessary. Be sure centerbolt drops into I-beam.

The truck will lead to the side which has themost negative caster.

CAMBER ANGLE

Camber is the amount in degrees that the wheelinclines away from the vertical at the top, as viewed fromthe front of the truck, Fig. 3.

"Positive" camber is an outward tilt or inclinationof the wheel at the top.

"Negative" or reverse camber is an inward tilt ofthe wheel at the top.

The amount of camber, used depends on theamount in degrees the king pin is inclined. An incorrect

camber angle causes the side of the tread to wear,resulting in abnormal tire wear.

Fig. 3 King Pin Inclination and Camber Angles

Unequal camber in the front wheels will cause the truckto lead to the right-or left. The truck will lead to the sidewhich has the most positive camber.

KING PIN ANGLE (INCLINATION)

King pin inclination (angle) is the amount indegrees that the top of the king pin inclines away fromthe vertical toward the center of the truck as viewed fromthe front of the truck, Fig. 3.

King pin inclination working together with thecamber angle puts the approximate center of the tiretread in contact with the road. King pin inclination hasthe effect of reducing steering efforts and improvesdirectional stability in the vehicle.

There is no means of adjusting this angletherefore, it will not change unless the front axle hasbeen bent. Corrections or changes to this angle are

accomplished by replacement of broken, bent or wornparts.

TOE-IN

Toe-in is the amount (in fractions of an inch) thathe front wheels are closer together at the front than athe back as viewed from the top of the truck, Fig. 4With the camber on the front wheels, the left front wheetries to steer to the left and right front wheel tries to steeto the right. This is due to the wheels wanting to turn inthe same direction each wheel leans. To overcome thiscondition, the wheels are given a certain amount of toe

in.

Fig. 4 Toe-In Measurement

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TRUCK SERVICE MANUAL FRONT AXLE

Another reason for toe-in and the most familiar,is that when the vehicle is being driven, the forces actingon the front wheels tend to make the wheels toe out.

Incorrect toe-in will result in rapid tire wear.Excessive toe-in will produce a scuffing or "feather-edge"

at the inside edge of the tire tread. Toe-out will producea like wear but at the outside of the tire tread.

When attempting to determine the causes ofexcessive tire wear, first check king pin inclination,camber and caster and correct, if necessary, in the ordernamed.

No change should be made in toe-in until theother factors of front wheel alignment are known to bewithin specifications.

Turn the front wheels to the exact straight-aheadposition.

When setting toe-in-adjustment, the frontsuspension must be neutralized; that is, all componentparts must be in the same relative position when makingthe adjustment as they will be in operation. To neutralizethe suspension, the vehicle must be rolled forward 12 to15 feet. By rolling the vehicle forward, all tolerances inthe front suspension are taken up and the suspension isthen in normal operating position. Neutralizing the frontsuspension is extremely important, especially if thevehicle has been jacked up in order to scribe the tires;otherwise, the front wheels will not return to the normaloperating position due to the tires gripping the floor

surface when the vehicle is lowered.

Actual toe-in measurements should be taken athub height between the two points on the center of thetread at the rear of the tires, Fig. 4.

Mark the point and roll the truck ahead so thatthe points are in the front at hub height and measure thedistance between the same two points on the tire treads.

The difference in the two measurements is theactual toe-in or toe-out.

1. To adjust the toe-in, turn the steeri steeringwheel so that the gear is in the mid-position.

2. Loosen the clamping bolts on the tie rod.3. Turn the tie rod in the direction necessary to

bring toe-in within the specified limits.4. Tighten the clamping bolts on the tie rod.

NOTE: Always recheck toe-in after anychange in caster or camber angles or afterany alteration in tie rod adjustment.

TURNING ANGLETurning angle is the degree of movement from a

straight-ahead position of the front wheels to either anextreme right or left position. Two factors of majoimportance when adjusting the angle are; tireinterference with chassis and steering gear travel.

To avoid tire interference or bottoming of thesteering gear, adjustable stop screws are located on thesteering knuckles.

To adjust the turning angle, loosen the jam nutsand turn the steering knuckle stop screws in. Positionsupport stands under the front axle so that the wheelsare off the floor. Turn the wheels to extreme right turnuntil the steering gear bottoms or contact of the tire tochassis is made. Then back off the steering wheel 1/4turn or back off the steering wheel until 1/2" to 1"clearance is obtained between the tire and chassis. Besure to check both front tires for clearance. When theproper clearance is determined, back the wheel stopscrew out and tighten the jam nut.

Repeat the same procedure on the left extremeturn also and adjust the left steering knuckle stop screw.

TURNING RADIUS ANGLE (Toe-Out on Turn)Turning radius angle is measured in degrees

and is the amount one front wheel turns sharper than theother on a turn.

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When a vehicle is turned either to the right orleft, the inner wheel is required to turn in a smaller circlethan the outside wheel, Fig. 5.

Fig. 5 Inner Wheel Turns in a Smaller Circle ThanOutside Wheel

If the inner wheel is not permitted to turn in asmaller circle or greater angle, tire scuffing will result.Therefore, it is necessary for the front wheels to assumea toed-out position during a turn.

Toe-out on turns is accomplished by having theends-of the steering arms (end at tie rod) closer togetherthan the king pins as shown in Fig. 6. The amount oftoe-out depends on the length and angle of the steeringarms.

Fig. 6 Inside Wheel Turns at Greater Angle

Even though the toe-in with the wheels in thestraight-ahead position may be adjusted correctly, a bensteering arm may cause the toe-out on a turn to beincorrect, causing scuffing of tires.

The turning radius angle is checked using

turning radius plates SE-1447-2 or equivalent.

To check the turning radius angle, position thefront wheels on the plates and in the straight-aheadposition.

After removing the locking pins from each plateadjust the scale on the edge of the plates so that thepointers read "zero." Turn the wheels to the right until thegauge at the left wheel reads 20. Then read the angleof the right wheel. The right wheel should then be turnedto an angle of 200. The left wheel should be at thesame angle as was the right wheel when the wheelswere turned to the left.

STEERING KNUCKLE STOP SCREWS (I-Beam Axles)

Adjustable stop screws in the steering knucklecontrol the turning angle or limit the movement of thefront wheels. This prevents the tires from rubbingagainst the nearest point on the chassis or the steeringgear from bottoming.

STEERING KNUCKLE STOP SCREWS (Driving FronAxles)

There is a stop screw located on each end of the

axle housing for the purpose of limiting the amount of theturning angle of the wheels. These screws are noadjusted in accordance with the frame and tireinterference as in conventional front axles. Insteadthese screws are provided to limit the turning angle othe universal joints in the axles.

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TRUCK SERVICE MANUAL FRONT AXLE

TROUBLE SHOOTING

Remember that all alignment angles are so closely related that any change of one will automatically change the othersBecause of this fact, it will probably be found that there is more than one cause for the complaint. The following list is noall-encompassing but is representative of the more common causes of difficulty encountered in wheel and axle alignmentand should also prove of value in locating and correcting complaints on steering or tire wear.

COMPLAINT POSSIBLE CAUSE1. Shimmy (Generally exists at speeds a. Tire pressure incorrect.

below 30 miles per hour.) b. Tires of unequal size or weight.c. Wheel bearings loose.d. Steering arms loose.e. Steering gear loose.f. Too much caster.g. Drag link ends loose.h. Drag link springs weak or broken.i. Spring shackles loose.

j. King pins and bushings worn.k. Tie rod ends loose.l. King pins loose in I-beam.

2. High-Speed Wheel Tramp (Generally a. Tire and wheel assemblies out ofexists at speeds above 35 miles per balance.hour.) b. Shock absorbers ineffective.

3. Wander or Weave a. Tire pressure incorrect.b. Tires of unequal size.c. Bent spindle.d. Wheel bearings loose.e. King pins and bushings worn..f. King pins bent.g. King pins tight in knuckle.h. Pitman arm loose.i. Steering gear assembly too tight or

too loose.

j. Too little caster.k. Too much or too little camber.l. Too much or too little toe-in.m. Drag link ends tight.n. Drag link springs weak or broken.o. Tie rod ends too tight or too loose.p. Front axle bent.q. Front axle shifted.r. Springs broken.s. Rear axle shifted.t. Rear axle housing bent.u. Frame diamond shaped.

4. Hard Steering a. Tire pressure low.b. Wheel spindle bent.c. King pin assembly poor fit.d. Steering assembly too tight.e. Tie rod ends tight.f. Caster excessive.g. Lack of lubrication.

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TROUBLE SHOOTING (Continued;

COMPLAINT POSSIBLE CAUSE

5. Uneven Tire Wear a. Tire pressure low.b. Excessive camber.

c. Wheels out of balance.d. Tires overloaded.e. Eccentric wheels or rims.f. Caster incorrect.g. Toe-in incorrect.

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FRONT AXLE

I-BEAM TYPE

CODE 02182

INDEX

Subject Page

AXLE CENTER SECTION. ............................................................ 13

COVERS, CAPS, RETAINERS WITH CAPS................................. 18

DISASSEMBLY. ............................................................................. 13

DRAG LINK.................................................................................... 19

EXPANSION PLUGS. .................................................................... 18

INTRODUCTION............................................................................ 13

REASSEMBLY............................................................................... 15

SPECIFICATIONS ......................................................................... 12

STEERING KNUCKLE BUSHINGS...... ......................................... 13

STEERING KNUCKLE KING PINS................................................ 13

STEERING KNUCKLE KING PIN INSTALLATION. ...................... 17

TIE RODS............... ....................................................................... 18

TORQUE CHART. ......................................................................... 20

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AXLE-FRONT TRUCK SERVICE MANUAL

S P E C I F I C A T I O N S

IH Model FA-182

IH Code 02182

RUNNING CLEARANCES

Knuckle Pin O.D. (Inch) 1.9980 - 1.9990

Knuckle Pin Bushing I.D. (Inch) 2.0015 - 2.0025

ALIGNMENT

Caster (Degrees) - Level Frame 2 to 3

Camber (Degrees) - At Rim 1

Toe-In (Inch) - Measured from Tread Centers withCamber and Caster to Specifications 1/16

King Pin Inclination (Degrees) 5-1/2

Turning Radius Angle (Degrees)Outer Wheel @ 20 Deg. Inner Wheel Will Be 22-3/4

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Fig.1

INTRODUCTION

The front axles mentioned herein are the heavyduty I-beam type, Fig. 1.

Construction details for the most part are similar;however, where major variations exist, these areindividually explained.

AXLE CENTER SECTION

An "I-beam" type center section machined fromheat treated steel forging is used for these axles. Springpads are integral with the "I-beam".

STEERING KNUCKLE KING PIN

The axles are equipped with straight king pinswhich employ one or two flats and are held in position bytapered draw keys, Fig. 2.

Fig. 2STEERING KNUCKLE BUSHINGS

Steering knuckles are bushed--in-t-he upper and lowerpin bosses to assure

turning freely about the pin. Bushings are of bronze oteflon material, although some nylon bushings may beencountered in service. All bushings (EXCEPTTEFLON) contain grooves which allow grease to flowuniformly to high pressure areas. A lubricator is installedin both upper and lower knuckle pin bosses or knucklepin caps, Fig. 3.

Fig. 3DISASSEMBLY

Wheel and Hub Removal

1. Raise front end of vehicle so that tires clear floorBlock up securely at this position and remove

jacks. (Do not attempt to disassemble perform knuckle repair with vehicle supported by

jacks only.)

2. Two types of wheel bearing adjusting nut lockarrangements are used on the axles covered in

this section. Removal of these are as follows

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a. Bend-Over Type Locking Washer

Remove hub cap and gasket. Bend lockingwasher to release outer lock nut and inner wheel bearingadjusting nut. Remove outer nut, locking washer andinner adjusting nut from steering knuckle spindle.

NOTE: Always install new locking washer duringreassembly.

b. Dowel and Perforated Ring Type LockingWasher Remove hub cap and gasket.

Remove outer lock nut, locking washerperforated lock ring and doweled wheel bearing adjustingnut from steering knuckle spindle.

3. Remove the outer wheel bearing cone.

4. Remove the wheel and hub assembly.

Steering Knuckle Removal

1. Remove wheel and hub.

2. Disconnect tie rod and drag link.

NOTE: Straight knuckle pins may be removedfrom the bottom of the knuckle where adequateclearance is provided; however, on some modelssuch as those with riveted backing plates lesswork is involved by tapping the knuckle pin outthe top of knuckle. In either case the adjacentparts, such as air chambers, hydraulic lines or

fittings, etc, that might cause an obstruction tothe knuckle pin, must be removed first.

3. Remove the snap rings and expansion plug fromthe bottom of the knuckles where employed. If plugemploys no snap ring and is expanded and staked,remove plug by use of a cape chisel and discard.

4. Remove the cap screws or bolts, cover plate,gasket or O-ring from top of knuckle or remove lock ringretainer and seal, depending on model, Fig. 4.

Fig. 4

5. Drive out the knuckle pin draw key (or keys) fromthe small end using a suitable small slender driftFig. 5.

(Older models may employ tapered draw keythat is threaded on small end and drawn intoplace by a nut. On these models, remove thenut and lock washer. Drive the draw key out byuse of brass hammer on threaded end.)

Fig. 5

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6. Tap out the knuckle pin by use of a, bronze drift,Fig. 6.

Fig. 67. Lift off the knuckle assembly, thrust bearing and

spacing washers, Fig. 7.

Fig. 7

REASSEMBLY

Steering knuckle Bushings (Nylon and Teflon)

The nylon and teflon bushings are pre sized and

can be positioned into the knuckle bore with no additionalreaming, burnishing or lapping required. IMPORTANT:Since the I.D. of a nylon or teflon bushing is alwayssmaller than the O.D. of the king pin, the king pin

as in bronze bushing applications is a press fit.

King pin looseness on axles equipped with nylonor teflon bushings is checked in the same manner asbronze bushings; however, if the camber changes morethan 1/40 the bushing (and king pin, if needed) must bereplaced.

To install proceed as follows:1. Remove present bushing from knuckle.

2. Remove any nicks or burrs from knuckle bushingbore and polish with medium grit abrasive.

3. Place new bushings in knuckle. NOTE: Circulalubricant spreader ring on inside of nylonbushing is always to be positioned toward the I-beam axle (refer to bushing installation diagramFig. 8).

Fig.8

Steering Knuckle Bushing Installation (Bronze)

IMPORTANT: As a means for providing servicepersonnel with the simplest method for checking king pinlooseness, it has been determined that the use of

camber gauge SE-1417-1 is the most desirableInstructions for the use of the camber gauge in thisparticular operation are as follows:

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1. Raise the front wheels off the floor and supportthe axle at outer ends so it cannot rock.

2. Adjust front wheel bearings.

3. Apply brake. Use pedal jack to hold brake

application and lock front wheels.

4. Install camber gauge and measure camber whilerocking the wheel at top and bottom.

5. If the camber changes 1/40 or more, replace theking pin bushings (and king pin, if needed).Check fit of king pin in "I" beam. Pin must betight. No looseness is permissible.

Never replace king pins or king pin bushingswhich are within limits shown in specifications.

To install bronze bushings, proceed as follows:

1. Remove present bushing from knuckle.

2. Remove any nicks or burrs from knuckle boreand polish with medium grit abrasive.

3. Using an arbor press or bushing installing tool,press new bronze bushings into place inknuckle.

IMPORTANT: Since some late production: frontaxles employ lip type seals in the axle king pin bore toretain lubricant and prevent the entrance of dirt and

water, observe the following.

The upper seal can be installed in all upperknuckle king pin bosses (both old and new style axles).NOTE: In Fig. 9 the upper knuckle bushings must beinstalled in such a manner as to permit installation of thenew upper seal. When replacing the bushings the upperbushing should be pressed into the knuckle so that theupper end of the bushing is 1/4" (.20" to .26") from theupper face of the knuckle, This 1/4" dimension at theupper end will assure there is space for installation of thenew upper seal.

Fig. 9

In most instances the lower seals will bediscarded when a new repair kit is being installed on an

old axle. When checking the clearance between theupper face of the axle end and lower face of uppersteering knuckle pin boss and if this clearance exceeds.015" washers and shims are available in variousthickness to take up this clearance. However, if thestack-up of shims is in excess of .047", these shims canbe removed and the new lower seal installed and stilhold the clearance within the desired .015" tolerance.

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Line ream or hone new bushings to size shown inSPECIFICATIONS. An SE-2218 hone may be used tosize bushings, Fig. 11.

Fig. 11NOTE: If a reamer is used, it should be equippedto pilot in one bushing, while reaming theremaining one, or be long enough to ream bothbushings at the same time, Fig. 12.

Fig. 125. After the reaming or honing operation is

completed, the bushings and steering knucklesmust be thoroughly cleaned of all dirt andshavings before king pin is installed.

NOTE: For best results, the use of steamcleaning equipment is preferred.

KNUCKLE PIN INSTALLATION

IMPORTANT: Before installing the king pin

lubricate inside of bushing and outside of king pin with IH251H E.P. grease or equivalent NLGI No. 2multipurpose lithium grease to provide initial lubrication.

1. Make certain that knuckle pin hole in axle centeis clean and dry.

2. Position and support the steering knuckleassembly on the axle center.

3. Slide the thrust bearing between the lower faceof axle center and lower steering knuckle yokeFig. 13. Thrust bearings that are not marked"top" to indicate proper installation position mus

be positioned with retainer lip down.

Fig. 134. Align the steering knuckle yoke holes with axle

center and thrust bearing holes.

5. Place a jack under the lower side of steeringknuckle yoke and raise knuckle so that alclearance is taken up between lower yoke, thrusbearing and lower face of axle center end.

6. Check the clearance between the top face oupper axle center end and lower face of uppeknuckle pin boss. The clearance must noexceed .015". Washers and shims are availablein various thickness to take up this clearanceand hold it within the desired .015" tolerance

Fig. 14.

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Fig. 14

7. Align flat (or flats) to mate with draw key hole (orholes). Drive knuckle pin through knuckle yoke,axle center and thrust bearing from top or

bottom side.

8. Install the draw key (or keys). Drive the drawkey with flat side positioned to mate with flat onknuckle pin. Tighten nut to the specified torque.

EXPANSION PLUGS1. On axles that have grooved holes, install lock

rings.

2. On axles not grooved for lock rings, installgrease retainer plate and secure in place bystaking in four equally spaced places.

3. On units employing grooved knuckle pins thatprotrude below the knuckle lower yoke, installlock ring in groove.

COVERS, CAPS OR RETAINERS WITH FELTS1. Install the cover or cap and gasket with cap

screws where used.

2. Install the felt, retainer and lock ring onprotruding straight pins that are not provided with coversor caps.

Reinstall the tie rod tapered ends into the

steering arms and tighten the nuts to the correct torquespecification Then install the cotter pin. (Refer to TIEROD ENDS for replacement of tie rod ends.)

Reinstall brake chambers, connecting the pushrods also. Reinstall hydraulic brake cylinder fluid adapterfitting

(if removed) on chassis equipped with hydraulic brakes.

Clean and repack the front wheel bearing. Theninstall the bearing in the hub assembly using new greaseseals, Assemble the hub and bearings on the spindlebeing careful not to damage the oil seals or bearingsAdjust wheel bearings referring to WHEEL BEARING

ADJUSTMENT. Then install wheel grease caps.

TIE ROD ENDSThe tie rods are of three-piece construction

consisting of a tie rod and two rod end assemblies. Theends are threaded to the rod and locked with clampbolts. Right and left hand threads are provided for toe-inadjustment. Tension on ball stud in the rod ends areself-adjusting and require no attention in service otherthan periodic inspection to see that the ball studs aretight in the steering knuckle arms.

Fittings are provided for periodic lubrication onsome types of tie rod ends. Where no fittings are usedthe tie rods have been lubricated at assemble and nofurther lubrication is necessary.

CAUTION: When tie rod, drag link or powesteering linkage ends are replaced they must bethreaded into the tie rod sufficiently so that when theclamp is applied, the clamping action will be directly ovethe threads on the ball joint end. Be sure that the end isin far enough (past the clamp) to provide adequateclamping and the bolt in the clamp is installed next to(over) the slot in the tie rod as shown in Fig. 15.

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DRAG LINK

This type of drag link requires very little careother than periodical lubrication and occasionalinspection to make Figure that it is properly adjusted,Fig. 16.

Adjustment is made by removing cotter pin andturning adjusting plug in the desired direction. To adjustfor wear, turn adjusting plug in until it is tight then backoff to first cotter pin hole. Insert a new cotter pin of thecorrect size and bend ends over securely. Drag linkshould not be adjusted too tightly, otherwise steering willbe affected. The spring is merely to accommodate wearand is not intended to act as a cushion against shock.

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TORQUE CHARTTorque, Ft. Lbs.

Location Diameter No. Threads Minimum Maximum

9/16" 18 50 605/8" 16 60 705/8" 18 60 70

* TIE ROD END NUT 3/4" 16 120 1407/8" 14 200 2251" 14 300 3501-1/8" 12 350 400

3/8" 24 20 257/16" 20 25 30

TIE ROD CLAMP BOLT 1/2" 20 40 505/8" 18 40 505/16" 24 10 14

5/8" 16 60 705/8" 18 60 70

* STEERING ARM BALL NUT 3/4" 1 1 1403/4" 16 120 1407/8" 14 250 3007/8" 14 200 2251" 14 300 350

* STEERING ARM NUT & TIE ROD ARM NUT 1-1/8" 1 350 4001-1/4" 12 400 4507/8" 14 165 180

KING PIN NUT 1" 12 250 2751-1/8" 12 350 390

* If cotter pin cannot be installed after attaining minimum torque, tighten to next position. Do not back off.

Torque specified is for taper and threads which are clean and oil free.

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TRUCK SERVICE MANUAL AXLE-REAR

REAR AXLE

TANDEM DOUBLE REDUCTIONBEVEL INTER-AXLE DIFFERENTIAL

CODE 14368

INDEX

Subject Page

ASSEMBLE AND INSTALL AXLE DIFFERENTIAL..................................................................................... 43

CLEAN, INSPECT AND REPAIR................................................................................................................. 34

COMPLETE DRIVE UNIT ASSEMBLY........................................................................................................ 45

DESCRIPTION............................................................................................................................................. 25

DISASSEMBLE CROSS SHAFT ASSEMBLY............................................................................................. 32

ESTABLISH TOOTH CONTACT AND GEAR BACKLASH ......................................................................... 41

LUBRICATION ............................................................................................................................................. 45

REASSEMBLE AND INSTALL DRIVE UNIT ............................................................................................... 36

REMOVE AND DISASSEMBLE DRIVE UNIT.............................................................................................. 26

SPECIFICATION.......................................................................................................................................... 22

TIRES........................................................................................................................................................... 46

TORQUE CHART......................................................................................................................................... 47

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AXLE-REAR TRUCK SERVICE MANUAL

SPECIFICATIONS

IH CODE 14368

MFGRS MODEL STDD

TANDEM TYPE Thru Drive w/Inner Axle Differential

PINION:Drive Hypoid-HelicalMounting Straddle

DIFFERENTIAL:Type Case Two PieceBearing Preload 1-3/4 - 2-1/2

Notches*HOUSING

TypeLube Capacity (Pints)

Forward Axle 30Rear Axle 28Inter-Axle Differential 2**

AXLE SHAFTSNumber of Splines 24Diameter of Splines (Inch) 2-3/8

INTER-AXLE DIFFERENTIAL Bevel Pinion &Cage Type

*Total for both nuts

** Add specified amount of lube to inter-axle differential housing when new or reconditioned drive unit is installed.

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STD and STDD SERIES

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INTER-AXLE DIFFERNTIAL

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DOUBLE REDUCTION DRIVE UNITDESCRIPTION

Top-mounted double-education drive units in the SUD and STD Series made by North American Rockwelincorporate hypoid first reduction gears and helical spur gears in the second reduction.

The thru-shafts of the hypoid gear drive units are supported at the forward end by tapered roller bearings in a cageand at the rear end by a ball bearing. Pinion bearing pre-load is adjusted and maintained by a hardened precision spacebetween the inner and outer tapered bearings which are held in place on the pinion journal by large nuts. Yokes andflanges are held in place on the thru-shaft by separate thru-shaft nuts.

The inter-axle differential may be either engaged or disengaged by a power actuated shift unit which moves asliding collar on the pinion quill assembly.

The shift unit is controlled by a selector switch or lever within the cab of the vehicle and may be engaged ordisengaged under any normal operating conditions. The inter-axle differential when engaged (unlocked) divides theengine torque between the forward and rear axles, when disengaged (locked) converts the two axles to a through drivetype tandem. The following Schematic Drawing illustrates the action of the inter-axle differential assembly.

The single gray tone shows the differential locked-up, inoperative, with the tandem functioning as a thru-drive assembly.

The double gray tone illustrates the differentialoperating under normal conditions, distributing equalamounts of torque to the axles.

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The rear side gear of the inter-axle differential has splines on the I.D. and engages mating splices of the pinion dand quill assembly, driving the forward axle. The front side gear of the differential also has splines on the I.D. andengages the mating splines of the thru-shaft that extends through the pinion and quill assembly and drives the rear axle.

Hypoid drive units of the thru-drive type have pinions that are separable from the thru-shafts and are serviced withthe mating gears as matched sets. We assume no responsibility for gears of these types serviced in any manner othethan matched sets. The pinion and quill assembly used with the inter-axle differential of the forward hypoid geatopmounted drive units is serviced as an assembly with matched hypoid gears.

REMOVE AND DISASSEMBLE DRIVE UNIT

REMOVE DRIVE UNIT FROM HOUSING

A. Remove plug from bottom of axle housing anddrain lubricant.

B. Remove the axle shaft stud nuts, lockwashers

and tapered dowels

IMPORTANT: To loosen the dowels, hold a 1% inchdiameter brass drift against the center of the axle shafthead, INSIDE THE CIRCULAR DRIVING LUGS. Strikethe drift a sharp blow with a 5 to 6 pound hammer orsledge. A 1% inch diameter brass hammer is anexcellent and safe drift.

CAUTION: Do not hit the circular driving lugs on theshaft head this may cause the lugs to shatter andsplinter. Do not use chisels or wedges to loosen theshaft or dowels this will damage the hub, shaft and oil

seal

C. Remove the axle shaft from the drive unit andhousing.

D. Disconnect the forward and rear propeller shafts.

E. Remove carrier to housing stud nuts andwashers.

F. Break carrier loose from housing with rawhidemallet and remove tapered dowels. Dowelsmust be removed. If necessary back out studs.

G. Pull carrier straight out of housing with chain fall,boom or "A" frame.

A. small pinch bar may be used to straighten thecarrier in the housing bore. However, the endmust be rounded to prevent indenting the carrierflange.

REMOVE AND DISASSEMBLE DIFFERENTIAL

A. Mount drive unit in suitable repair standand cut lock wire. Remove cap screws and adjusting nulocks

.B. Center-punch one differential carrier leg and

bearing cap to correctly identify for propereassembly.

C. Remove bearing cap stud nuts or cap screwsbearing caps and adjusting nuts, split rings (ifused), and bearing cups.

D. Lift out differential and gear assembly.

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E. If original identification marksare not clear, center-punch case halves for

correct alignment during reassembly.

NOTE: Differential may be held togetherwith bolts and nuts or rivets.

F. When bolts are used, cut lock wire or cotter pinsand remove nuts. Drive bolts from caseassembly with convenient drift.

CAUTION: Do not strike these hardened steel piecesdirectly with a steel hammer.

G. Insert short sleeve in case axle shaft bore andseparate assembly by striking sleeve asillustrated.

H. When the case assembly is held together withrivets, remove the rivets by drilling out rivet bodyas illustrated below:

1. Carefully center punch rivets in center ohead.

2. Use drill 1/32" smaller than body of rivet todrill through head.

3. Press out rivets.

Note elongated differential case andgear rivet holes that result from cuttingrivets with chisel.

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I. Remove side gears, spider and pinion assembly

and thrust washers.

J. Remove differential bearings from case halves

with suitable puller.

DISASSEMBLE INTERAXLE (3rd) DIFFERENTIALASSEMBLY

A. Remove input shaft cotter key using a suitableholder for flange or yoke. Loosen nut, but do notremove at this time.

B. Remove the inter-axle differential cover capscrews and lock washers and lift the assembly

from the carrier.

C. Remove input shaft nut and washer.

D. Press inter-axle differential assembly from cover

NOTE: Inner bearing cone and spacer will remain oninput shaft. Retain spacer for rebuild.

IMPORTANT: Oil seal assembly andouter bearing will remain in interaxledifferential cover. Do not remove unlessnecessary.

E. If original identification marks are not clear, markthe differential case sections with a punch ochisel for correct alignment during reassembly.

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F. Disassemble case sections and remove spider,pinions, side gears and thrust washers. Do notremove the bearing from the case unlessreplacement is necessary.

G. If it is necessary to replace the outer bearing in

the cover, drive the oil seal from the cover andremove bearing.

REMOVE AND DISASSEMBLE HYPOID PINION ANDQUILL, BEARING AND HOUSING ASSEMBLY

A. Remove shift shaft housing cap screws and lockwashers. Remove shift shaft housing assembly.

B. Disassemble and remove shift lever attachingnut, button, lever, cup and spring. Body fit boltshould not be removed.

NOTE: Shift unit may be single or double linevacuum, air or electric.

C. Remove inter-axle differential shift collar frompinion quill assembly.

D. Cut housing cap screw or stud nut lock wire.Remove cap screws or stud nuts. Also remove cross

shaft cover and carrier inspection cover.

E. Lightly tap on the top edge of housing with arawhide hammer to loosen it from carrier.

F. Remove housing and pinion quill assemblyWire shim pack to carrier to aid reassembly.

G. Clamp the pinion and quill assembly in a copper jawed vise and straighten pinion bearing oute(am) nut lock washer.

H. Remove the pinion bearing outer nut and lockwasher, inner adjusting nut lock and inner

adjusting nut.A hard wood wedge inserted between theteeth of the hypoid pinion and hypoid gear willprevent the gears from turning while looseningand tightening the bearing adjusting and jamnuts when the gears are assembled in the

carrier.

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J. Remove housing and outer bearing from thepinion and quill assembly.

K. Remove the pinion bearing spacer. Note O.D.chamfer i, toward outer bearing.

L. Remove the rear pinion bearing using a suitablepuller or other tool in press.

M. Remove pinion quill rear bearing inner race oute

snapring.

N. Remove the pinion quill rear bearing inner raceusing a suitable puller or press. Exercise carenot to damage inner snapring.

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P. Remove rear bearing inner race inner snapring.Q. Remove pinion bearing cups from housing with

suitable puller or with sleeves in press.REMOVE AND DISASSEMBLE THRUSHAFT

ASSEMBLY

A. Remove the thrushaft bearing cage, cover andseal assembly capscrews.

B. Remove the thrushaft assembly by lightly

tapping on the forward end with a rawhide hammer.

C. Remove the pinion quill rear bearingfrom carrier with suitable puller.

D. Remove snapring and tap thrushaft ball bearingcage from bearing with sleeve.

E. Remove thrushaft ball bearing with puller havinglong fingers that pull against bearing inner race.

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DISASSEMBLE CROS

A. Remove cross shaft cover capscrews, lockwashers and cover. Attach shim pack, whichcontrols cross shaft bearing preload, to cover.This will facilitate preload adjustment when

reassembling drive unit.B. Cut lock wire from bearing retainer plate capscrews and remove screws and plate.

C. Insert hard wood block between end of crossshaft and outer thrushaft chamber wall. Removebearing cage and tapered bearings with suitablepuller, using 3/8"16 puller screws in cage flangetapped holes. Attach shim pack, which controls.gear backlash to cage. This will facilitateadjustment when reassembling drive unit.

D. cross shaft and gear assembly toward thrushaftchamber in carrier, so semicircular blocks canbe inserted between back of gear and innerthrushaft chamber wall.

NOTE: Two pieces of %" steel square bar stock,

approximately 10" long, bent to formsegments of an 18" diameter circle, willfacilitate cross shaft removal

E. Position drive unit in press, thrushaft chambeup, with blocks under gear and press cross shaffrom gear.

Provide a rigid support on the press bed for thedrive unit during this operation. A sleeve with a 3A" or Iwall and I.D. approximately the size of the cross shafcage O.D. is suitable; or, the drive unit may besupported by a horizontal flat plate 10" x 10" x 1" with abored hole about the same size as the cross shaft cageO.D. Support the horizontal plate on heavy verticaplates of a

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Lift or tap out radial bearing and gear assembly fromdrive unit; do not lose gear washer. Remove bearingfrom gear with pry bars or suitable puller.

Exploded view of components of cross shaftassembly showing gear, radial bearing, washer, andcross shaft.

G. Do not remove radial bearing sleeve from drive unitunless replacement of sleeve is necessary.

H. Remove cross shaft tapered bearing inner and outecones and outer cup from cage with suitable puller owith sleeve in press.

J. Remove cage inner cup with suitable puller or witsleeve in press.

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CLEAN, INSPECT AND REPAIR

Parts having ground and polished surfaces such asgears, bearings, shafts and collars, should be cleaned in asuitable solvent such as kerosene or diesel fuel oil.

GASOLINE SHOULD BE AVOIDED.

Do NOT clean these parts in a hot solution tank orwith water and alkaline solutions such as sodium hydroxide,orthosilicates or phosphates

We do NOT recommend steam cleaning assembleddrive units after they have been removed from the housing.When this method of cleaning is used, water is trapped in thecored passage of the castings and in the close clearancesbetween parts as well as on the parts. This can lead tocorrosion (rust) of critical parts of the assembly and thepossibility of circulating rust particles in the lubricant.Premature failure of bearings, gears and other parts can becaused by this practice. Assembled drive units cannot be

properly cleaned by steam cleaning, dipping or slushing.Complete drive unit disassembly is a necessary requisite tothorough cleaning.

ROUGH PARTS

Rough parts such as differential carrier castings, castbrackets and some brake parts may be cleaned in hot solutiontanks with mild alkali solutions providing these parts are notground or polished. The parts should remain in the tank longenough to be thoroughly cleaned and heated through. This willaid the evaporation of the rinse water. The parts should bethoroughly rinsed after cleaning to remove all traces of alkali.

CAUTION: Exercise care to avoid skin rashes and inhalationof vapors when using alkali cleaners.

COMPLETE ASSEMBLIES

Completely assembled axles may be steam cleanedon the outside only, to facilitate initial removal anddisassembly, providing all openings are closed. Breathers,vented shift units, and all other openings should be tightlycovered or closed to prevent the possibility of water enteringthe assembly.

DRYING

Parts should be thoroughly dried immediately after cleaning.Use soft, clean, lintless absorbent paper towels or wiping ragsfree of abrasive material such as lapping compound, metal

filings or contaminated oil. Bearings should never be dried byspinning with compressed air.

CORROSION PREVENTION

Parts that have been cleaned, dried, inspected anare be immediately reassembled should be coated with light

to prevent corrosion. If these parts are to be stored for anylength of time, they should be treated with a good RUSTPREVENTIVE and wrapped in special paper or other materiadesigned to prevent corrosion.

INSPECT

It is impossible to over stress the importance ocareful and thorough inspection of drive unit parts prior to reassembly. Thorough visual inspection for indications of wear ostress, and the replacement of such parts as are necessary wieliminate costly and avoidable drive unit failure.

A. Inspect all bearings, cups and cones, including thosnot removed from parts of the drive unit and replace rollers or cups are pitted or damaged in any wayRemove parts needing replacement with a suitablepuller or in a press with sleeves.

Avoid the use of drifts and hammers. Theymay easily mutilate or distort component parts.

B. first reduction bevel or hypoid and second reductiospur gears for wear or damage. Gears which arepitted, galled or worn or broken through cashardening should be replaced.

When necessary to replace the pinion ogear of a spiral bevel or hypoid gear set, the entirgear set should be replaced. We assume nresponsibility for gears of these types when replacein any other manner.

C. Inspect the differential assembly for the following.

1. Pitted, scored or worn thrust surfaces odifferential case halves, thrust washers, spidetrunnions and differential gears.

Thrust washers must be replaced in sets.

The use of a combination of old and newwashers will result in premature failure.

2. Wear or damage to the differential pinion anside gear teeth.

Always replace differential pinions and sidegears in sets.

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D. Spur pinions for wear or damage to teeth.

E. Check end of pinion for indications of brinellingcaused by worn splines. Replace the parts if thesplines of the pinion and/or thrushaft are worn,

permitting movement of the pinion on the thru shaft.

F. Axle shafts for indications of torsional fractures andrun out. Axle shafts should be inspected betweencenters to as certain the amount of run out of theground surfaces. Run out at the shaft flange andsplines should not exceed .005" total indicatorreading.

REPAIR

A. all worn or damaged parts. Hex nuts with roundedcomers, all lock washers, oil seals and gasketsshould be replaced at the time of overhaul.

Use only genuine Rockwell Standard parts for

satisfactory service. For example, using gaskets offoreign material generally leads to mechanical troubledue to variations in thickness and the inability ofcertain materials to withstand compression, oil, etc.

B. Remove nicks, mars and burrs from machined orground surfaces. Threads must be clean and free toobtain accurate adjustment and correct torque. A finemill file or India stone is suitable for this purpose.Studs must be tight prior to reassembling parts.

C. All Rockwell Standard bronze bushed axle differentiaand interaxle differential pinions should be baburnished after bushing installation. Install thbushing with a small stepped drift. The small O.Dshould be .010" smaller than the bushing burnishe

I.D. and 1l times bushing length. Always instabushings so end is even with the I.D. chamfer oabout 1/16" below the machined surface.

D. When assembling component parts use a preswhere necessary. Avoid hammering.

E. Tighten all nuts to specified torque. See torque limitfollowing service instructions.

Lock wire must not be brittle; use soft iron wireto prevent possibility of wire breakage.

F. The burrs, caused by lock washers, at the spot face ostud holes of cages and covers should be removed t

assure easy re-assembly of these parts. The studholes are standard sizes (fractions of an inch) anmay be reamed with standard size reamers. Start threamer or drill on side of flange opposite spot face sothe tool will have from 3/8" to 1/2" pilot as it cuts theburr from the hole.

REASSEMBLE AND INSTALL DRIVE UNITThe cross shaft assembly must be installed in the carrier first so cross shaft bearing preload can be established without

interference of the thru shaft and pinion assembly. The thru shaft, pinion, bearing and cage may be assembled at the bench and theninstalled in the carrier.

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REASSEMBLE CROSS SHAFT ASSEMBLYA. Check sleeve I.D. and radial bearing O.D. Replace

sleeve and/or bearing if the parts are damaged, or ifthere is more that .006" clearance between the sleeveand bearing. When these parts are new the sleeveI.D. should be .0024" to .004" larger than the bearing

O.D. The radial bearing must be free to float in thesleeve.

Carefully check the I.D. of the bearing bore of older drive unitsthat do not have replaceable sleeves. If the I.D. is more that.006" larger that the bearing O.D., replace the carrier and capassembly with the newer type carrier and cap assembly thatincorporates replaceable sleeves.

B. If radial bearing sleeve is to be replaced, press newsleeve firmly against housing shoulder. Drill hole forlock screw and remove burrs from sleeve. Install lockscrew and tighten securely or install pin and stake inplace.

C. Assemble radial bearing on gear hub, large radius ofbearing inner race toward back of gear.

D. Install bearing washer on cross shaft with chamfer ofspacer away from radial bearing. A large flat washeris 36 used at this location

when the O.D. of the pinion teeth is smaller than theI.D. of the radial bearing. (see photo)

E. Coat I.D. or gear with heavy grease such as RockweStandard Spec, 0616A. Install gear, and bearin

assembly in drive unit sleeve and block up to hold inplace.

F. Inspect entering end of cross shaft and remove annicks or burrs. Coat O.D. of shaft with a heavy greassuch as Rockwell Standard Spec. 0616A.

G. Position housing in press, thru shaft chamber dowwith gear supported on suitable sleeve.

H. Align key in cross shaft (do not drop bearing washewith keyway in gear and press shaft firmly into geaand bearing. Continue pressing operation, exert 10 t20 tons pressure in excess of that required for secureassembly.

Begin the assembly operation in the pressmaking sure the parts are properly aligned. Press thparts together about 4" to 3/8", then relieve the prespressure to permit them to realign themselves tprevent distortion and damage. Continue the pressinoperation until the parts are correctly assembled.

NOTE: If inner tapered bearing cup has been removed fromcross shaft cage, reassemble in press using sleeve or the,

suitable installation tool. Press cup firmly against cageshoulder.

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I. Install original shim pack (which controls gear backlash) over cross shaft opening in carrier. Applycolloidal graphite lubricant to cross shaft bearing

journal. Place cage in carrier over shim pack,carefully aligning oil holes in cage with oil holes indrive unit. Press bearing cage part way into carrier.

J. Press inner bearing part way onto cross shaft, theninstall outer bearing and cup onto cross shaft. Use asuitable sleeve and press bearings and cagecompletely into carrier.

K. Assemble bearing retainer plate with 2 capscrews.Tighten capscrews to specified torque and lock withsoft iron wire.

L. Install bearing cage cover original shim pack(which controls tapered bearing preload).

M. Assemble bearing cage cover, lock washers ancapscrews. Tighten to specified torque.

N. Measure cross shaft bearing preload torque. Wrastrong cord around spur pinion and pull on horizontaline with pound scale.

The preload torque specification for tapereroller bearings mounted close together in the bearincage is 5 to 15 pound inches (new and serviceablused bearings).

Example: Assume spur pinion diameter is 4the radius is 2; and with 5 pounds pull on the scalepreload torque is 10 pound inches.

Read rotating pounds pull, not starting poundpull.

If preload torque is not within 5 to 15 pouninches, add shims between cover and cage tdecrease, or remove shims to increase cross shabearing preload torque.

If the pinion, quill and through shaft assembly was nodisassembled disregard re-assembly section Pagesl8, and 1and temporarily install the pinion, quill and through shaft int

carrier (Page 19, Item H) for tooth contact and backlash checkSee backlash and tooth contact section, Pages 21 and 22Continue re-assembly by installing the shift unit, Page 19. the pinion, quill and through shaft assembly wadisassembled, continue with Item "A" Page 18.

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REASSEMBLE AND INSTALL HYPOIDPINION AND QUILL, BEARING

AND HOUSING ASSEMBLY

A. Press pinion bearing tapered cups firmly in placeagainst housing shoulder. Assemble rear bearinginner race inner snap ring. Coat quill O.D. and race

I.D. with heavy grease such as Rockwell StandardSpec. 0-616A and press inner race in place. Installouter snap ring.

Begin the assembly operation in the press,making sure the parts are properly aligned. Press theparts together about 1/4" to 3/8: then relieve thepressure to permit them to realign themselves toprevent distortion and damage. Continue the pressingoperation until the parts are correctly assembled

B. Lubricate all bearing journals only with a few drops ofengine oil and firmly press inner bearing on pinionand quill assembly.

C. Install original spacer on inner bearing. O.D. chamferof spacer must be toward outer (forward) bearing.

D. housing and cup assembly on pinion. Press bearingfirmly against selective spacer with suitable sleeve, rotating

housing assembly to assure normal bearing contact.

E. Measure pinion bearing preload torque while in presunder 9 tons pressure. Wrap strong cord arounhousing pilot and pull on horizontal line with a poundscale. If a press is not available, the pinion bearinnut may be tightened to the torque noted i"Tabulation of Torque Limits" (back of Manual) and

preload torque checked.

The preloae torque specification for tapereroller bearings mounted close together in the bearincage is 5 to 15 pound inches (new and serviceablused bearings).

Example: Assume the housing pilot diameter i6: the radius is 3" and with 3 pounds pull on thscale, preload torque is 9 pound inches.

Read rotating pounds pull on scale, not startinpounds pull. If rotating torque is not within 5 to 1pound inches, use a thinner spacer to increase or thicker spacer to decrease preload torque.

F. Assemble bearing adjusting nut onto pinion an

tighten nut to specified torque. Recheck bearingpreload. Install , nut lock, flat washer and lock(jamnut. Bend flat washer over nut fla

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2. Turn adjusting screw (at front of unit) in, tocontact shift fork.

3. After contact with fork has been made, turnadjusting screw in, 3/4 of a turn.

4. Lock adjusting screw in position with jam nut.

B. Install shift unit into carrier engaging shift collar onpinion quill assembly with shift fork.

C. Assemble shift lever attaching nut, button, lever, cupand spring.

D. Install shift shaft housing assembly, lockwashers andcapscrews.

NOTE: Do not adjust shift shaft until interaxle differential hasbeen installed.

ASSEMBLE INTERAXLE DIFFERENTIALA. Lubricate differential case walls and all component

parts with axle lubricant.

B. Position thrust washer and rear side gear into rearcase section and assemble intermediate case sectionover real case and side gear.

C. Place spider with pinions and thrust washers inposition.

D. Install forward side gear and thrust washer.

NOTE: If inner bearing was removed from forward case (Inputshaft), position bearing on shaft and press into position usingsuitable sleeve. Press bearing flush against case half

E. Align mating marks, of the three case sections.

F. Install the case cap screws, tighten to correct torqueand lock wire.

G. Check for free rotation of gears and correct ifnecessary.

A. If the cover assembly was disassembled, install thforward and read bearing cups.

B. Install the spacer on the input shaft.

C. Place unit in press and position the cover assembl

over the input shaft and press outer bearing in coveuntil the bearing seats against the spacer.

D. Install the cover oil seal with a suitable driver.

BEARING END PLAY CHECKNOTE: Bearing must be adjusted to .003 to .005 end playwhich is controlled by the hardened spacer between thebearings. Use the following method:

A. Install gasket and position interaxle differential ancover assembly onto drive unit. Lineup splines othrough shaft and pinion with splines of side gears.

B. Install interaxle differential cover to housin

capscrews and lockwashers. Tighten capscrew trecommended torque value.

C. Install yoke or flange and hand tighten nut.

D. With rawhide mallet tap input shaft to be certaibearings are properly seated.

ADJUSTMENT:1. Use a dial indicator with a magnetic base an

mount base against cover.

2. Place stem of indicator against end of inpushaft

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3. While watching the indicator push inward on theflange or yoke and roll it back and forth until theindicator stops changing. Make a note of this reading.In a similar manner, pull outward and roll the flange oryoke until the indicator again stops changing. Thedifference between this reading and the inwardreading is the adjustment condition.

4. Correct to .003 to .005 end play if necessary by usingthicker or thinner spacer.

E. Remove yoke or flange and input nut.

F. Install oil slinger if used, reinstall yoke or flange, inputwasher and nut. Tighten nut to recommended torque

value.

SHIFT SHAFT ADJUSTMENT

1. Apply air or vacuum to move shaft to its full travel to"lock" interaxle differential.

2. Turn adjusting screw (in rear of unit) to contact shiftshaft.

3. After contact with shaft has been made turn adjustingscrew in 3/4 of a turn.

4. Lock adjusting screw in position with jam nut.

ESTABLISH TOOTH CONTACT AND GEARBACKLASH

Hypoid gear first reduction units have a single shim packbetween the pinion cage and carrier or interaxle differentialhousing and carrier to control pinion position.A shim pack between the cross shaft bearing cage flange andthe carrier controls the position of the first reduction hypoidgear in all top mounted double reduction drive units.

(NEW GEARS)

Tooth contact may be checked by applying a thin evencoat of lightly oiled red lead with a small brush to both driveand coast sides of a dozen teeth of the gear. When the pinio

is rotated the red lead is squeezed from the gear teeth bpressure of the pinion teeth leaving areas the exact sizeshape and location of the contacts. Sharper, better defineareas of contact can be obtained by applying rolling resistancto the gear providing the gear is not forced out of locationduring the checking operation.

Use the smallest amount of the lead and oil mixture thawill render good impressions. The drier the mixture the bettethe impressions. Clean the material from the gear and pinioteeth when the operation is complete. Always judge tootcontact by noting pattern on the drive side of the gear teethThe coast side pattern should be correct when the drive sidpattern is correct.

IMPORTANT: When backlash amount is not specified, setbacklash to the following:

STDDForward Rear -.005 to .015Rear Rear -.005 to .015 SUDDForward Rear -.005 to .015Rear Rear -.020 to .026, however, .010 should be used

for establishing tooth contact pattern, than openedto .020 to .026.

RE-CHECK BACKLASH (USED GEAR SETS)

Generally, if original gears are being re-installed inassembly, red leading of teeth will not indicate the samcontact as new gears and can be misleading. Gears that havebeen in service for long periods form running contacts due twear of teeth. Therefore, the thickness of the original shimpack plus approximately .015" additional shim stock should bmaintained to check gear lash. In the event that gear lash is iexcess of maximum tolerance, as stated under geaadjustment, reduce gear lash, only in the amount that will avoioverlap of the worn tooth section.

Gear lash can only be reduced to a point of maintaininsmooth rotation of bevel gears.

Smoothness or roughness can be noted by rotating bevegear. If a slight overlap, as illustrated, takes place at wortooth section, rotation will be rough. Generally with the originagears, tone should be satisfactory

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The actual back lash changes approximately .008" foreach .010" movement of the gear.

CORRECT TOOTH CONTACT ASSURES LONGERGEAR LIFE

With adjustments properly made (pinion at correct depth

and backlash set at .010") the following contacts will beprocured. The area of contact favors the toe and is centeredbetween the top and bottom of the tooth.

SATISFACTORY TOOTH CONTACT (GEARSUNLOADED)

The hand rolled pattern shown above (gears unloaded)will result in a pattern centered in the length of the tooth whenthe gears are under load. The loaded pattern will be almost fulllength and the top of pattern will approach the top of the gear.(Shown Below)

The pattern of the coast side ofteeth will appear the same width as thedrive side shown above; however, theoverall length will be centered between

the toe and heel of gear tooth.

A high contact indicates pinion isto far out. Set the pinion to the correctdepth by removing shims under thepinion cage. Slight outward movementof hypoid gear may be necessary tmaintain correct backlash.

A low contact indicates pinion isto deep. Set the pinion to the correctdepth by adding shims under the pinioncage. Slight inward movement of thehypoid gear may be necessary tmaintain correct backlash.

A high backlash setting can be used to keep the contactfrom starting too close to the toe, and a low backlash setting

can be used to keep the contact from starting too far awayfrom the toe.t

t For further detailed information refer to SAE Paper SP228,Section 2 by W. A. Johnson and R. F. Cornish.

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ASSEMBLE AND INSTALL AXLE DIFFERENTIAL

A. Press differential bearings firmly against caseshoulders. Coat inside of case and all differential partswith specified rear axle lubricant.

B. Assemble differential case half and gear. Install sidegearthrust washers, side gears and differential pinion gears,thrust washers and spider.

C. Note cast alignment marks and assemble oppositecase half. Hold assembly together with 4 bolts and nutsand check for free rotation of parts.

D. Install remaining differential case bolts so heads arelocked by machined relief in case half. Be sure casehalves are assembled to gear so there is adequate nutclearance. Check clearance in carrier before completing

assembly

When a new gear or a new differential case is installedthe case holes must be line reamed with the gear inorder to assemble the parts using the correct size rivetsor bolts. Align the case halves and hold case and geaassembly together with 4 bolts and nuts. Line ream theholes. Thoroughly clean the parts before assembly.

Hold differential case assembly together with 4 boltswhen riveting the parts together. Use a rivet set that willshape the formed head 1/8" larger in diameter than the

rivet hole. The formed head height should not be morethan 1/16" lower than the preformed head. A loweformed head indicates high riveting pressures that maydistort the case and cause gear eccentricity.

E. Tighten bolt nuts to specified torque and lock wire ocotter in place

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INSTALLATION OF BEARING CUPSIN CARRIER LEG BORES

A. Temporarily install the bearing cups, threadedadjusting rings where employed and bearing caps.

Tighten the cap screws to the proper torque.

B. The bearing cups must be of a hand push fit in thebores, otherwise the bores must be reworked with ascraper or some emery cloth until a hand push fit isobtained. Use a blued bearing cup as a gauge andcheck the fits as work progresses.

This applies to all types of carrier leg bores.

USE THE FOLLOWING PROCEDURE FORADJUSTING DIFFERENTIAL BEARINGS ON UNITSEMPLOYING TWO THREADED RINGS:

A. Inspect carrier legs and bearing caps to be sure theyare properly relieved at I.D. parting line.

B. Apply Specified axle lubricant to bearing cups andcones. Position cups over cones and install assembly incarrier.

C. Insert differential bearing adjusting nuts and turn handtight against bearing cups.

D. Position Bearing caps in place over bearing cups andadjusting nuts, making sure they are properly aligned.

Caution; If bearing caps do not seat easily and correctly,the adjusting nuts may be cross threaded. Forcing capsin place will result in irreparable damage to thedifferential carrier and caps.

E. Install and tighten the stud nuts or cap screws tospecified torque noted in "Tabulation of Torque Limits" aback of Manual.

F. Alternately loosen one adjusting nut and tighten the

opposite adjusting nut while turning the differentiaassembly to assure normal bearing contact and to keepbearing cups straight in the bores.

G. Either of the following procedures will result in propedifferential bearing preload:

1. Establish a zero end play; no-preload condition with adial indicator. Tighten the adjusting nuts 13A to 2%notches (total for both nuts) tight to correctly preload thebearings; or:

2. Tighten adjusting nuts to spread the differentia

bearing legs .006"-.010" (total for both legs) asdetermined by a crescent shaped micrometer held at thelevel of the leg pilot surfaces and parallel to the carriemounting flange.

H. Install adjusting nut locks and cap screws. Tighten tospecified torque.

I. Lock all parts in place with soft iron wire.

USE THE FOLLOWING PROCEDURE FORADJUSTING DIFFERENTIAL BEARINGS ON UNITSEMPLOYING TWO SPLIT RINGS:

A. Temporarily install differential with bearings and cupsin carrier housing and center between carrier leggrooves.

B. Insert thin split rings making certain that there isclearance between bearing cup faces and rings. (Do noinstall bearing caps.)

C. By means of a dial indicator measure end play odifferential assembly by shifting the assembly back andforth between the rings with a small pair of pinch barsplaced between the carrier legs and the spur gears.

D. Remove and measure the thickness of the rings. Tothe total thickness of the two thin rings add the end playfigure plus another .017" to .022" to obtain the totathickness of the two thicker rings required to obtainproper bearing preload.

E. NOTE: Hardened split rings are ground in incrementsof. 005

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For Example:

If temporary thin rings used to measure end

Documents

TM 5-3805-254-14P-2 PART 1 IHC F-5070 DUMP TRUCK